CN114148304B - Vehicle anti-lock optimization control method and device - Google Patents
Vehicle anti-lock optimization control method and device Download PDFInfo
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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
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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
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
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Abstract
The invention discloses a vehicle anti-lock optimization control method and device. The vehicle anti-lock optimization control method comprises the following steps: carrying out AEB and ABS joint debugging on the vehicle under a target working condition, collecting road test data, and obtaining a deceleration curve according to the road test data; detecting whether to trigger AEB and ABS at the same time, and optimizing an ABS control strategy when detecting that AEB and ABS are triggered at the same time; judging whether a large decompression condition occurs according to the deceleration curve, and optimizing the ABS control strategy when the large decompression condition occurs; when the simultaneous triggering of AEB and ABS is detected again, vehicle braking is performed according to the target deceleration requested by AEB based on the optimized ABS control strategy. The invention can optimize the ABS control strategy when triggering AEB and ABS at the same time, prevent the occurrence of rear-end and front-end accidents caused by short braking distance, and effectively improve the safety of vehicle braking.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to a vehicle anti-lock optimization control method and device.
Background
When the vehicle detects that obstacles such as pedestrians and vehicles appear in the blind area of the driver and does not detect braking or steering action of the driver, an automatic Emergency braking system (AEB) is triggered to avoid collision or reduce the collision degree. In the process of triggering the AEB, an Anti-Lock Brake System (ABS) is easily triggered due to non-uniform road adhesion coefficient, and the ABS is also easily triggered due to a large vehicle braking force required by the AEB, so as to avoid vehicle instability accidents caused by wheel Lock. Therefore, in practical applications, it is often necessary to trigger both AEB and ABS. However, the scene of triggering the AEB is mainly focused on the stage that the vehicle runs at medium and low speeds, the intervention time of the ABS at the medium and low speed is short, the number of cycles of increasing and decreasing the pressure is small, the braking distance of the vehicle after the AEB is triggered is obviously shortened due to the instant of short-time pressure reduction of the ABS after the AEB and the ABS are simultaneously triggered, and at the moment, the vehicle is already braked, the AEB and the ABS quit due to low vehicle speed, and at the moment, the braking distance is short, so that the rear-end collision accident is easily caused, and the safety of vehicle braking is difficult to effectively improve.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides an anti-lock braking optimization control method and device for a vehicle, which can optimize an anti-lock braking system (ABS) control strategy when an automatic electronic brake system (AEB) and an ABS are triggered simultaneously, prevent the occurrence of rear-end and front-end accidents caused by short braking distance, and effectively improve the safety of vehicle braking.
In order to solve the above technical problem, in a first aspect, an embodiment of the present invention provides a vehicle anti-lock optimization control method, including:
carrying out AEB and ABS joint debugging on the vehicle under a target working condition, collecting road test data, and obtaining a deceleration curve according to the road test data;
detecting whether to trigger AEB and ABS at the same time, and optimizing an ABS control strategy when detecting that AEB and ABS are triggered at the same time;
judging whether a large decompression condition occurs according to the deceleration curve, and optimizing the ABS control strategy when the large decompression condition occurs;
when the simultaneous triggering of AEB and ABS is detected again, vehicle braking is performed according to the target deceleration requested by AEB based on the optimized ABS control strategy.
Further, the detecting whether to trigger AEB and ABS at the same time, and optimizing the ABS control strategy when detecting that AEB and ABS are triggered at the same time, further includes:
when only triggering of AEB is detected, vehicle braking is performed according to the target deceleration requested by AEB.
Further, the determining whether a large pressure reduction situation occurs according to the deceleration curve and optimizing the ABS control strategy when it is determined that the large pressure reduction situation occurs further includes:
and when the deceleration curve is judged to be not subjected to the large decompression condition, continuously judging whether a deceleration fluctuation condition exists or not, and optimizing the ABS control strategy when the deceleration fluctuation condition is judged to be subjected to the deceleration fluctuation condition.
Further, when detecting that AEB and ABS are triggered simultaneously, the ABS control strategy is optimized, specifically:
when the AEB and the ABS are detected to be triggered simultaneously, increasing and decreasing pressure cycle number in the ABS control strategy to a preset pressure increasing and decreasing cycle number, decreasing the pressure increasing slope in the ABS control strategy to a preset pressure increasing slope, and decreasing the pressure decreasing amount in the ABS control strategy to a preset pressure decreasing amount.
Further, the determining whether a large pressure reduction condition occurs according to the deceleration curve specifically includes:
and when the difference value between the deceleration at the starting moment and the deceleration at the ending moment of one deceleration curve segment is larger than a first deceleration difference value, the condition of large decompression is determined to occur, otherwise, the condition of large decompression is determined not to occur.
Further, when it is determined that a large decompression condition occurs, the ABS control strategy is optimized, specifically:
when the large decompression condition is judged to occur, increasing and decreasing the number of pressure increase and decrease cycles in the ABS control strategy to a preset number of pressure increase and decrease cycles, decreasing the pressure increase slope in the ABS control strategy to a preset pressure increase slope, and decreasing the decompression amount in the ABS control strategy to a preset decompression amount.
Further, the determining whether a deceleration fluctuation situation occurs according to the deceleration curve specifically includes:
and when the difference value between the deceleration at the starting moment and the deceleration at the ending moment of one deceleration curve segment is larger than the second deceleration difference value and smaller than the first deceleration difference value, judging that the deceleration fluctuation condition exists, otherwise, judging that the deceleration fluctuation condition does not exist.
Further, when it is determined that a deceleration fluctuation situation occurs, the ABS control strategy is optimized, specifically:
and when the deceleration fluctuation condition is judged to occur, reducing the pressure increasing slope in the ABS control strategy to a preset pressure increasing slope, and reducing the pressure reducing amount in the ABS control strategy to a preset pressure reducing amount.
Further, the vehicle braking is performed according to the target deceleration requested by the AEB, specifically:
the target deceleration is sent to the ESP by the AEB, causing the ESP to brake the vehicle in accordance with the target deceleration.
In a second aspect, an embodiment of the present invention provides an anti-lock optimization control apparatus for a vehicle, including:
the curve generation module is used for carrying out AEB and ABS joint debugging on the vehicle under a target working condition, collecting road test data and obtaining a deceleration curve according to the road test data;
the ABS optimization module is used for detecting whether the AEB and the ABS are triggered simultaneously or not and optimizing an ABS control strategy when the AEB and the ABS are detected to be triggered simultaneously;
the ABS optimization module is also used for judging whether a large decompression condition occurs according to the deceleration curve and optimizing the ABS control strategy when the large decompression condition is judged to occur;
and the vehicle braking module is used for braking the vehicle according to the target deceleration requested by the AEB based on the optimized ABS control strategy when the simultaneous triggering of the AEB and the ABS is detected again.
The embodiment of the invention has the following beneficial effects:
the method comprises the steps of carrying out AEB and ABS joint debugging on a vehicle under a target working condition, collecting road test data, obtaining a deceleration curve according to the road test data, detecting whether AEB and ABS are triggered simultaneously, optimizing an ABS control strategy when AEB and ABS are detected to be triggered simultaneously, judging whether a large decompression condition occurs according to the deceleration curve, optimizing the ABS control strategy when the large decompression condition is judged to occur, and carrying out vehicle braking according to the target deceleration requested by AEB based on the optimized ABS control strategy when AEB and ABS are detected to be triggered simultaneously again, so that vehicle braking is completed. Compared with the prior art, the embodiment of the invention optimizes the ABS control strategy when AEB and ABS are triggered simultaneously in the process of joint modulation of AEB and ABS, and optimizes the ABS control strategy when large decompression occurs, so that when AEB and ABS are triggered simultaneously again, vehicle braking is carried out according to the target deceleration requested by AEB based on the optimized ABS control strategy in consideration of the fact that the uneven road adhesion coefficient easily causes the simultaneous triggering of AEB and ABS, the ABS control strategy can be optimized when AEB and ABS are triggered simultaneously, the rear-end collision accident caused by short braking distance is prevented, and the safety of vehicle braking is effectively improved.
Drawings
FIG. 1 is a schematic flow chart illustrating a vehicle anti-lock braking optimization control method according to a first embodiment of the present invention;
FIG. 2 is a flowchart illustrating an exemplary vehicle anti-lock braking optimization control method according to a first embodiment of the present invention;
fig. 3 is a schematic structural diagram of an anti-lock brake optimization control device for a vehicle according to a second embodiment of the present invention.
Detailed Description
The technical solutions in the present invention will be described clearly and completely with reference to the accompanying drawings, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that, the step numbers in the text are only for convenience of explanation of the specific embodiments, and do not serve to limit the execution sequence of the steps. The method provided by the embodiment can be executed by the relevant terminal device, and the following description takes a processor as an execution subject as an example.
As shown in FIG. 1, a first embodiment provides an anti-lock braking optimization control method for a vehicle, comprising steps S1-S4:
s1, carrying out AEB and ABS joint debugging on the vehicle under the target working condition, collecting road test data, and obtaining a deceleration curve according to the road test data;
s2, detecting whether to trigger AEB and ABS at the same time, and optimizing an ABS control strategy when detecting that AEB and ABS are triggered at the same time;
s3, judging whether a large decompression situation occurs according to the deceleration curve, and optimizing an ABS control strategy when the large decompression situation occurs;
and S4, when the simultaneous triggering of AEB and ABS is detected again, braking the vehicle according to the target deceleration requested by AEB based on the optimized ABS control strategy.
It is understood that the AEB is an automatic Emergency braking system (AEB) that functions to avoid a collision or to reduce the degree of a collision. ABS is an Anti-Lock Brake System (ABS) that functions to prevent vehicle instability from occurring due to wheel Lock.
Illustratively, in step S1, after completing the performance calibration of AEB and the basic calibration of ABS, placing an inflatable stationary dummy vehicle as a target vehicle on a road surface with a small road adhesion coefficient, such as a sprinkled wet asphalt road surface, controlling the vehicle to maintain at a speed range of 20-60kph, performing AEB and ABS joint adjustment on the vehicle under the target condition, collecting a large amount of road test data, and analyzing deceleration which causes actual response to trigger ABS in the process of triggering AEB according to the road test data to obtain a deceleration curve.
The AEB performance calibration is to determine that after a target deceleration sent out is subjected to PID adjustment according to specific static or moving scenes such as target vehicles, pedestrians and the like, curves of the target deceleration are smooth and consistent within a reasonable range and are not greatly increased or reduced, the braking process of the self-vehicle is ensured to be smooth and uniform, the subjective feeling of a driver in the braking process of the self-vehicle is not obviously increased or reduced suddenly, confidence coefficient offset parameters of the target vehicles and the pedestrians are determined, TTC (time to collision) is set within a reasonable range, and the final braking distance of the self-vehicle can be controlled to be 0.8-1.2 m.
The basic calibration of the ABS ensures that the braking deceleration of the vehicle from 100kph to 0kph is smooth, reasonable and uniform, the driver does not subjectively feel great deceleration fluctuation in the self-braking process, and the conditions of obvious vehicle nodding and great vehicle body yaw are avoided, and the braking noise and the braking distance can be controlled within a reasonable range.
In step S2, when triggering AEB, it is detected whether ABS is triggered in real time, and if ABS is detected to be triggered, that is, AEB and ABS are triggered simultaneously, ABS control strategy is optimized and parameter adjusted, for example, parameters such as the number of pressure increase and decrease cycles, the pressure increase slope, and the pressure decrease amount in ABS control strategy are adjusted.
In step S3, it is determined whether or not a large decompression situation occurs, that is, a situation in which the deceleration is greatly reduced within a certain period of time, based on the deceleration curve, and if it is determined that a large decompression situation occurs, parameters such as the number of pressure increase and decrease cycles, the pressure increase slope, and the amount of decompression in the ABS control strategy are optimally adjusted.
In step S4, an optimized ABS control strategy is acquired, and when it is detected again that AEB and ABS are simultaneously triggered, vehicle braking is performed according to the target deceleration requested by AEB based on the optimized ABS control strategy.
In the process of jointly adjusting the AEB and the ABS, when the AEB and the ABS are triggered simultaneously, the ABS control strategy is optimized, and when a large decompression condition occurs, the AEB and the ABS are triggered simultaneously due to non-uniform road adhesion coefficients easily caused at the moment, the ABS control strategy is also optimized, so that when the AEB and the ABS are triggered simultaneously again, vehicle braking is carried out according to target deceleration requested by the AEB based on the optimized ABS control strategy, the ABS control strategy can be optimized when the AEB and the ABS are triggered simultaneously, rear-end collision accidents caused by short braking distance are prevented, and safety of vehicle braking is effectively improved.
In a preferred embodiment, the detecting whether to trigger AEB and ABS simultaneously and optimizing the ABS control strategy when detecting that AEB and ABS are triggered simultaneously further includes: when only triggering of AEB is detected, vehicle braking is performed according to the target deceleration requested by AEB.
As shown in fig. 2, as an example, when triggering AEB, it is detected whether ABS is triggered in real time, if ABS is not detected, i.e. only AEB is triggered, then vehicle braking can be performed directly according to target deceleration requested by AEB without optimally tuning ABS control strategy.
The embodiment can respond to the AEB request more quickly by performing vehicle braking directly according to the target deceleration of the AEB request when only triggering of AEB is detected, which is beneficial to further improving the safety of vehicle braking.
In a preferred embodiment, when detecting that AEB and ABS are triggered simultaneously, the ABS control strategy is optimized, specifically: when the AEB and the ABS are detected to be triggered simultaneously, the pressure increase and decrease cycle number in the ABS control strategy is increased to a preset pressure increase and decrease cycle number, the pressure increase slope in the ABS control strategy is reduced to a preset pressure increase slope, and the pressure decrease amount in the ABS control strategy is reduced to a preset pressure decrease amount.
It should be noted that the preset pressure increase and decrease cycle number, the preset pressure increase slope and the preset pressure decrease amount are fixed values correspondingly set according to the dangerous levels of braking and road conditions detected by ADAS (advanced driving assistance system). The danger level of braking can be determined by evaluating the performance of an actuator used for braking in the vehicle, and the danger level of road conditions can be determined by evaluating the threat degree of road obstacles to the vehicle.
As shown in fig. 2, for example, when AEB and ABS are detected to be triggered simultaneously, ABS control strategy is optimally tuned, that is, the number of pressure increasing and reducing cycles is increased to a preset number of pressure increasing and reducing cycles to ensure uniformity of braking, avoid large deceleration fluctuation, reduce the pressure increasing slope to a preset pressure increasing slope, and reduce the pressure reducing amount to a preset pressure reducing amount to avoid a large pressure increasing or large pressure reducing situation.
According to the embodiment, when AEB and ABS are simultaneously triggered, the pressure increase and decrease cycle number, the pressurization slope and the pressure reduction quantity parameter in the ABS control strategy are adjusted to the preset value, the rear-end collision front vehicle accident caused by short braking distance can be prevented, and the safety of vehicle braking is effectively improved.
In a preferred embodiment, the determining whether a large decompression condition occurs according to a deceleration curve specifically includes: and splitting the deceleration curve into a plurality of deceleration curve segments, determining that the large decompression condition exists when the difference value between the deceleration at the starting moment and the deceleration at the ending moment of one deceleration curve segment is larger than the first deceleration difference value, and otherwise determining that the large decompression condition does not exist.
As an example, the time length of each deceleration curve segment is predefined as T, and each time of traversing the deceleration curve, the deceleration curve is divided into a plurality of deceleration curve segments with the time length of T, such as the deceleration curve with the time sequence of { T1, T2, …, tn } is divided into deceleration curve segments with the time sequence of { T1, …, T1+ T }, the deceleration curve segments with the time sequence of { T2, …, T2+ T }, …, and the deceleration curve segments with the time sequence of { tn-T, …, tn }. For each deceleration curve segment, the difference between the deceleration at the starting moment and the deceleration at the ending moment of the deceleration curve segment is calculated, when the difference between the deceleration at the starting moment T1 and the deceleration at the ending moment T1+ T of the deceleration curve segment with the time sequence { T1, …, T1+ T } is greater than the first deceleration difference, namely, a large decompression situation is determined to occur, and when the difference between the deceleration at the starting moment and the deceleration at the ending moment of all deceleration curve segments is not greater than the first deceleration difference, a large decompression situation is determined not to occur.
In a preferred embodiment, when it is determined that a large decompression condition occurs, the ABS control strategy is optimized, specifically: when the large decompression condition is judged to occur, the number of pressure increase and decrease cycles in the ABS control strategy is increased to the preset number of pressure increase and decrease cycles, the pressure increase slope in the ABS control strategy is reduced to the preset pressure increase slope, and the decompression amount in the ABS control strategy is reduced to the preset decompression amount.
It will be appreciated that when a large decompression event occurs, it will inevitably result in a shorter braking distance for the vehicle.
As shown in fig. 2, as an example, when it is determined that a large pressure reduction situation occurs, the ABS control strategy is optimally tuned, that is, the number of pressure increase and reduction cycles is increased to a preset number of pressure increase and reduction cycles to ensure uniformity of braking, avoid large deceleration fluctuation, decrease the pressure increase slope to a preset pressure increase slope, and decrease the pressure reduction amount to a preset pressure reduction amount to avoid a large pressure increase or a large pressure reduction situation.
According to the embodiment, when the large pressure reduction condition is judged to occur, the pressure increase and decrease cycle number, the pressurization slope and the pressure reduction quantity parameter in the ABS control strategy are adjusted to the preset value, the rear-end collision accident caused by short braking distance can be prevented, and the safety of vehicle braking is effectively improved.
In a preferred embodiment, the determining whether a large decompression situation occurs according to a deceleration curve and optimizing the ABS control strategy when the large decompression situation is determined to occur further includes: when the large decompression situation is judged not to occur, whether the deceleration fluctuation situation occurs or not is continuously judged according to the deceleration curve, and when the deceleration fluctuation situation is judged to occur, the ABS control strategy is optimized.
In a preferred embodiment, the determining whether the deceleration fluctuation occurs according to the deceleration curve specifically includes: and splitting the deceleration curve into a plurality of deceleration curve segments, determining that a deceleration fluctuation condition exists when the difference value between the deceleration at the starting moment and the deceleration at the ending moment of one deceleration curve segment is larger than the second deceleration difference value and smaller than the first deceleration difference value, and otherwise determining that the deceleration fluctuation condition does not exist.
It will be appreciated that the second deceleration difference is less than the first deceleration difference.
As an example, the time length of each deceleration curve segment is predefined as T, and each time of traversing the deceleration curve, the deceleration curve is divided into a plurality of deceleration curve segments with the time length of T, such as the deceleration curve with the time sequence of { T1, T2, …, tn } is divided into deceleration curve segments with the time sequence of { T1, …, T1+ T }, the deceleration curve segments with the time sequence of { T2, …, T2+ T }, …, and the deceleration curve segments with the time sequence of { tn-T, …, tn }. For each deceleration curve segment, the difference between the deceleration at the starting moment and the deceleration at the ending moment of the deceleration curve segment is calculated, when the difference between the deceleration at the starting moment T1 and the deceleration at the ending moment T1+ T of the deceleration curve segment with the time sequence { T1, …, T1+ T } is larger than the second deceleration difference and smaller than the first deceleration difference, namely, the deceleration fluctuation condition is determined to occur, when the difference between the deceleration at the starting moment and the deceleration at the ending moment of all deceleration curve segments is not larger than the second deceleration difference, the deceleration change is considered to be smoother, and the deceleration fluctuation condition is determined not to occur.
In a preferred embodiment, the ABS control strategy is optimized when it is determined that a deceleration fluctuation situation occurs, specifically: and when the deceleration fluctuation condition is judged to occur, reducing the pressure increasing slope in the ABS control strategy to a preset pressure increasing slope, and reducing the pressure reducing amount in the ABS control strategy to a preset pressure reducing amount.
As shown in fig. 2, as an example, when it is determined that the deceleration fluctuation condition occurs, the ABS control strategy is optimally tuned, i.e., the pressure increase slope is decreased to the preset pressure increase slope, and the pressure decrease amount is decreased to the preset pressure decrease amount, so as to avoid the occurrence of the large pressure increase or large pressure decrease condition.
According to the embodiment, when the deceleration fluctuation condition is judged, the supercharging slope and the decompression amount parameter in the ABS control strategy are adjusted to the preset values, the occurrence of rear-end collision front vehicle accidents due to short braking distance can be prevented, and the safety of vehicle braking is effectively improved.
In a preferred embodiment, the braking of the vehicle according to the target deceleration requested by the AEB is performed by: the target deceleration is sent to the ESP by the AEB, which causes the ESP to brake the vehicle in accordance with the target deceleration.
It is understood that ESP is an Electronic Stability Program (ESP) for vehicle bodies, and its working principle is that under certain road conditions and vehicle load conditions, the maximum adhesion force that a wheel can provide is constant, i.e. in the limit, the longitudinal force (in the rolling direction of the wheel) and the lateral force (perpendicular to the rolling direction) experienced by the wheel are in a trade-off relationship. The electronic stability program can control the longitudinal braking force of each wheel separately, thereby exerting an influence on the lateral force and improving the handling performance of the vehicle. When the longitudinal force reaches an extreme value (for example, the wheels are locked), the lateral force is 0, and the lateral motion of the vehicle is not controlled, namely, the vehicle sideslips, and the lane change or the turning cannot be performed according to the intention of a driver. The electronic stability program may detect and prevent vehicle sideslip and, when the electronic stability program detects that the vehicle is about to run away, it may apply a braking force to a particular wheel to assist the vehicle in the direction desired by the driver. One possible control strategy when turning is: when the vehicle has the tendency of understeering, the system can apply braking force to the rear wheel at the inner side of a turn, and because the longitudinal force of the wheel is increased, the lateral force which can be provided is reduced, and then moment which is used for assisting the steering is generated on the vehicle body; when there is a tendency to oversteer, the system can apply a braking force to the front wheel on the outside of the turn, with a consequent reduction in the lateral force that can be provided due to the increase in the longitudinal force of this wheel, with consequent moment on the body that resists the steering. Thereby ensuring the stability of driving. Part of the electronic stability program system also reduces the power of the engine when the vehicle is out of control.
As an example, when triggering AEB, AEB may determine an internal TTC Collision Time (Time to Collision) according to the risk level of the current road condition, and further determine a corresponding target deceleration, send the target deceleration to the ABS in ESP, request the ABS in ESP to actively boost the brake caliper until the vehicle is stopped.
The present embodiment is advantageous to further enhance the safety of vehicle braking by causing the ABS in the ESP to perform vehicle braking according to the target deceleration.
Based on the same inventive concept as the first embodiment, the second embodiment provides a vehicle anti-lock optimization control apparatus as shown in fig. 3, including: the curve generation module 21 is used for performing AEB and ABS joint debugging on the vehicle under a target working condition, collecting road test data and obtaining a deceleration curve according to the road test data; the ABS optimization module 22 is configured to detect whether to trigger AEB and ABS at the same time, and optimize an ABS control strategy when detecting that AEB and ABS are triggered at the same time; the ABS optimization module 22 is further configured to determine whether a large pressure reduction condition occurs according to the deceleration curve, and optimize an ABS control strategy when the large pressure reduction condition is determined to occur; and a vehicle braking module 23 for braking the vehicle according to the target deceleration requested by the AEB based on the optimized ABS control strategy when the simultaneous triggering of the AEB and the ABS is detected again.
In a preferred embodiment, the detecting whether to trigger AEB and ABS simultaneously and optimizing the ABS control strategy when detecting that AEB and ABS are triggered simultaneously further includes: when only triggering of AEB is detected, vehicle braking is performed according to the target deceleration requested by AEB.
In a preferred embodiment, the determining whether a large decompression situation occurs according to a deceleration curve and optimizing the ABS control strategy when the large decompression situation is determined to occur further includes: when the large decompression situation is judged not to occur, whether the deceleration fluctuation situation occurs or not is continuously judged according to the deceleration curve, and when the deceleration fluctuation situation is judged to occur, the ABS control strategy is optimized.
In a preferred embodiment, when detecting that AEB and ABS are triggered simultaneously, the ABS control strategy is optimized, specifically: when the AEB and the ABS are detected to be triggered simultaneously, the pressure increase and decrease cycle number in the ABS control strategy is increased to a preset pressure increase and decrease cycle number, the pressure increase slope in the ABS control strategy is reduced to a preset pressure increase slope, and the pressure decrease amount in the ABS control strategy is reduced to a preset pressure decrease amount.
In a preferred embodiment, the determining whether a large decompression condition occurs according to a deceleration curve specifically includes: and splitting the deceleration curve into a plurality of deceleration curve segments, determining that the large decompression condition exists when the difference value between the deceleration at the starting moment and the deceleration at the ending moment of one deceleration curve segment is larger than the first deceleration difference value, and otherwise determining that the large decompression condition does not exist.
In a preferred embodiment, when it is determined that a large decompression condition occurs, the ABS control strategy is optimized, specifically: when the large decompression condition is judged to occur, the number of pressure increase and decrease cycles in the ABS control strategy is increased to the preset number of pressure increase and decrease cycles, the pressure increase slope in the ABS control strategy is reduced to the preset pressure increase slope, and the decompression amount in the ABS control strategy is reduced to the preset decompression amount.
In a preferred embodiment, the determining whether the deceleration fluctuation occurs according to the deceleration curve specifically includes: and splitting the deceleration curve into a plurality of deceleration curve segments, determining that a deceleration fluctuation condition exists when the difference value between the deceleration at the starting moment and the deceleration at the ending moment of one deceleration curve segment is larger than the second deceleration difference value and smaller than the first deceleration difference value, and otherwise determining that the deceleration fluctuation condition does not exist.
In a preferred embodiment, the ABS control strategy is optimized when it is determined that a deceleration fluctuation situation occurs, specifically: and when the deceleration fluctuation condition is judged to occur, reducing the pressure increasing slope in the ABS control strategy to a preset pressure increasing slope, and reducing the pressure reducing amount in the ABS control strategy to a preset pressure reducing amount.
In a preferred embodiment, the braking of the vehicle according to the target deceleration requested by the AEB is performed by: the target deceleration is sent to the ESP by the AEB, which causes the ESP to brake the vehicle in accordance with the target deceleration.
In summary, the embodiment of the present invention has the following advantages:
the method comprises the steps of carrying out AEB and ABS joint debugging on a vehicle under a target working condition, collecting road test data, obtaining a deceleration curve according to the road test data, detecting whether AEB and ABS are triggered simultaneously, optimizing an ABS control strategy when AEB and ABS are detected to be triggered simultaneously, judging whether a large decompression condition occurs according to the deceleration curve, optimizing the ABS control strategy when the large decompression condition is judged to occur, and carrying out vehicle braking according to the target deceleration requested by AEB based on the optimized ABS control strategy when AEB and ABS are detected to be triggered simultaneously again, so that vehicle braking is completed. According to the embodiment of the invention, in the process of jointly adjusting AEB and ABS, when AEB and ABS are triggered simultaneously, the ABS control strategy is optimized, and when a large decompression condition occurs, the AEB and ABS are triggered simultaneously due to non-uniform road adhesion coefficient, so that when AEB and ABS are triggered simultaneously again, vehicle braking is carried out according to the target deceleration requested by AEB based on the optimized ABS control strategy, therefore, the ABS control strategy can be optimized when AEB and ABS are triggered simultaneously, the occurrence of rear-end collision accidents caused by short braking distance is prevented, and the safety of vehicle braking is effectively improved.
While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention.
It will be understood by those skilled in the art that all or part of the processes of the above embodiments may be implemented by hardware related to instructions of a computer program, and the computer program may be stored in a computer readable storage medium, and when executed, may include the processes of the above embodiments. The storage medium may be a magnetic disk, an optical disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), or the like.
Claims (8)
1. An anti-lock optimization control method for a vehicle, comprising:
carrying out AEB and ABS joint debugging on the vehicle under a target working condition, collecting road test data, and obtaining a deceleration curve according to the road test data;
detecting whether the AEB and the ABS are triggered simultaneously or not, and optimizing an ABS control strategy when the AEB and the ABS are detected to be triggered simultaneously to obtain a first ABS control strategy;
when the AEB and the ABS are detected to be triggered simultaneously, the ABS control strategy is optimized, and the method specifically comprises the following steps:
when AEB and ABS are detected to be triggered simultaneously, increasing and decreasing the number of pressure increase and decrease cycles in the ABS control strategy to a preset number of pressure increase and decrease cycles, decreasing the pressure increase slope in the ABS control strategy to a preset pressure increase slope, and decreasing the pressure decrease amount in the ABS control strategy to a preset pressure decrease amount;
judging whether a large decompression condition occurs according to the deceleration curve, and optimizing the ABS control strategy to obtain a second ABS control strategy when the large decompression condition is judged to occur;
when the large decompression condition is judged to occur, the ABS control strategy is optimized, and the method specifically comprises the following steps:
when a large decompression condition is judged to occur, increasing the number of pressure increase and decrease cycles in the ABS control strategy to the preset number of pressure increase and decrease cycles, decreasing the pressure increase slope in the ABS control strategy to the preset pressure increase slope, and decreasing the decompression amount in the ABS control strategy to the preset decompression amount;
when a simultaneous trigger of AEB and ABS is again detected, vehicle braking is performed according to the target deceleration requested by AEB based on the first ABS control strategy or the second ABS control strategy.
2. An anti-lock braking optimization control method for a vehicle according to claim 1, wherein the detecting whether AEB and ABS are simultaneously triggered and optimizing the ABS control strategy when AEB and ABS are detected to be simultaneously triggered further comprises:
when only triggering of AEB is detected, vehicle braking is performed according to the target deceleration requested by AEB.
3. An anti-lock braking optimization control method for a vehicle according to claim 1, wherein said determining whether a large decompression situation occurs based on said deceleration curve and optimizing said ABS control strategy when it is determined that a large decompression situation occurs, further comprises:
and when the deceleration curve is judged to be not subjected to the large decompression condition, continuously judging whether a deceleration fluctuation condition exists or not, and optimizing the ABS control strategy when the deceleration fluctuation condition is judged to be subjected to the deceleration fluctuation condition.
4. An anti-lock braking optimization control method for vehicle according to claim 1, wherein said determining whether a large decompression condition occurs according to said deceleration curve comprises:
and when the difference value between the deceleration at the starting moment and the deceleration at the ending moment of one deceleration curve segment is larger than a first deceleration difference value, the condition of large decompression is determined to occur, otherwise, the condition of large decompression is determined not to occur.
5. A vehicle anti-lock braking optimization control method according to claim 3, wherein said determining whether a deceleration fluctuation situation occurs according to said deceleration curve is specifically:
and when the difference value between the deceleration at the starting moment and the deceleration at the ending moment of one deceleration curve segment is larger than the second deceleration difference value and smaller than the first deceleration difference value, judging that the deceleration fluctuation condition exists, otherwise, judging that the deceleration fluctuation condition does not exist.
6. Vehicle anti-lock braking optimization control method according to claim 3 or 5, characterized in that said ABS control strategy is optimized when it is determined that a deceleration fluctuation situation occurs, in particular:
and when the deceleration fluctuation condition is judged to occur, reducing the pressure increasing slope in the ABS control strategy to a preset pressure increasing slope, and reducing the pressure reducing amount in the ABS control strategy to a preset pressure reducing amount.
7. Vehicle anti-lock optimization control method according to claim 1 or 2, characterized in that said vehicle braking is performed according to the target deceleration requested by the AEB, in particular:
the target deceleration is sent to the ESP by the AEB, causing the ESP to brake the vehicle in accordance with the target deceleration.
8. An anti-lock optimization control device for a vehicle, characterized by comprising:
the curve generation module is used for carrying out AEB and ABS joint debugging on the vehicle under a target working condition, collecting road test data and obtaining a deceleration curve according to the road test data;
the ABS optimization module is used for detecting whether AEB and ABS are triggered simultaneously or not, and optimizing an ABS control strategy when AEB and ABS are detected to be triggered simultaneously to obtain a first ABS control strategy;
when detecting that AEB and ABS are triggered simultaneously, optimizing an ABS control strategy to obtain a first ABS control strategy, specifically:
when AEB and ABS are detected to be triggered simultaneously, increasing and decreasing the number of pressure increase and decrease cycles in the ABS control strategy to a preset number of pressure increase and decrease cycles, decreasing the pressure increase slope in the ABS control strategy to a preset pressure increase slope, and decreasing the pressure decrease amount in the ABS control strategy to a preset pressure decrease amount to obtain a first ABS control strategy;
the ABS optimization module is further used for judging whether a large decompression condition occurs according to the deceleration curve, and optimizing the ABS control strategy to obtain a second ABS control strategy when the large decompression condition is judged to occur;
when the large decompression condition is judged to occur, the ABS control strategy is optimized to obtain a second ABS control strategy, which specifically comprises the following steps:
when a large decompression condition is judged to occur, increasing the number of pressure increase and decrease cycles in the ABS control strategy to the preset number of pressure increase and decrease cycles, decreasing the pressure increase slope in the ABS control strategy to the preset pressure increase slope, and decreasing the decompression amount in the ABS control strategy to the preset decompression amount to obtain a second ABS control strategy;
and a vehicle braking module for braking the vehicle according to the target deceleration requested by the AEB based on the first ABS control strategy or the second ABS control strategy when the simultaneous triggering of the AEB and the ABS is detected again.
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| CN116359641B (en) * | 2023-03-09 | 2023-11-14 | 中汽研汽车检验中心(广州)有限公司 | Method for supporting monitoring of trigger action and working state of ABS (anti-lock brake System) function of vehicle |
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| JP2816637B2 (en) * | 1992-06-15 | 1998-10-27 | 日本電子工業株式会社 | Control method of anti-lock brake system for vehicle |
| JPH0761340A (en) * | 1993-08-25 | 1995-03-07 | Nippon Denshi Kogyo Kk | Control point detecting method in abs device |
| JP3287259B2 (en) * | 1996-08-02 | 2002-06-04 | トヨタ自動車株式会社 | Braking force control device |
| JP4131343B2 (en) * | 1998-03-19 | 2008-08-13 | マツダ株式会社 | Brake control device for vehicle |
| CN104670191B (en) * | 2015-02-09 | 2017-09-22 | 浙江吉利汽车研究院有限公司 | Automatic emergency brake method and apparatus |
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