CN116252761A - Intelligent electronic braking force distribution method and system - Google Patents

Abstract

The invention discloses an intelligent electronic braking force distribution method and system, wherein the method comprises the following steps: acquiring a braking state of a vehicle, wherein the braking state comprises a safe braking state and an unsafe braking state; when the vehicle is in a safe braking state, the front and rear axle braking force is controlled to be adjusted and distributed so that the front and rear axle tires and the front and rear brake friction plates are synchronously worn. According to the intelligent electronic braking force distribution method, under the condition of safe braking, an intelligent electronic braking force distribution function is started, and the problem that friction plates of front and rear axle tires and front and rear brakes are not worn synchronously is solved on the premise of safe braking, so that the braking method for safely and effectively reducing the replacement maintenance frequency and cost of the friction plates is provided.

Description

Intelligent electronic braking force distribution method and system

technical field

The invention relates to the technical field of vehicle braking control, in particular to an intelligent electronic braking force distribution method and system.

Background technique

Currently, for vehicles with a hydraulic braking system, in order to give full play to the braking performance of the vehicle, the designers will design the front axle brakes to be larger and the rear axle brakes to be relatively small. The reason is: when a normal vehicle is moving forward, when the vehicle brakes, the load of the vehicle is transferred, and the axle load of the front axle becomes larger. At this time, the available tire braking force is relatively large. limit, so the front axle brake is designed to be larger.

Before the braking force control system (ABS/ESC system) is involved, the braking force of the front axle is greater than the braking force of the rear axle. According to a statistical analysis, the braking within 0.4g accounts for more than 97% of the braking conditions of the whole vehicle, and the braking within 0.4g basically does not trigger the intervention of the braking force control system (ABS/ESC system), that is, a vehicle in this life During 97% of the braking conditions in the cycle, the braking force of the front axle is greater than that of the rear axle. The problems caused by this are: the front axle tire wears faster than the rear axle, and the front brake friction plate wears faster than the rear brake friction plate.

Contents of the invention

The object of the present invention is to provide an intelligent electronic braking force distribution method and system in order to overcome the shortcomings of the above-mentioned background technology.

In a first aspect, the present application provides an intelligent electronic braking force distribution method, including the following steps:

Acquiring the braking state of the vehicle, the braking state includes a safe braking state and an unsafe braking state;

When the vehicle is in a safe braking state, the control adjusts and distributes the braking force of the front and rear axles so that the front and rear axle tires and the front and rear brake friction plates wear synchronously.

According to the first aspect, in the first possible implementation manner of the first aspect, the step of "obtaining the braking state of the vehicle, where the braking state includes a safe braking state and an unsafe braking state", specifically Include the following steps:

Obtain the wheel slip rate, the driver's operating intention and the vehicle's turning conditions;

When the wheel slip rate is not less than the slip rate preset value, or the speed at which the driver depresses the brake pedal is higher than the speed preset value, or the vehicle longitudinal acceleration is greater than the acceleration preset value, it is determined that the vehicle is under unsafe braking state;

When the wheel slip rate is less than the initial set value of the slip rate, and the speed at which the driver depresses the brake pedal is not higher than the speed preset value, and the vehicle longitudinal acceleration is not greater than the acceleration preset value, it is determined that the vehicle is in the safety mode. dynamic state.

According to the first aspect, in the first possible implementation of the first aspect, the "when the vehicle is in a safe braking state, control the adjustment and distribution of the front and rear axle braking force so that the front and rear axle tires and the front and rear brake friction linings are worn." Synchronization" steps, specifically include the following steps:

When the vehicle is in a safe braking state, obtain the target deceleration of the vehicle;

Through the control of the ESC internal valve system, the brake hydraulic pressure to the front and rear brakes is adjusted to achieve the equal braking torque of the front and rear axles and the sum reaches the target deceleration of the whole vehicle.

According to the first aspect, in the third possible implementation of the first aspect, the "when the vehicle is in a safe braking state, control the adjustment and distribution of the front and rear axle braking force so that the front and rear axle tires and the front and rear brake friction linings are worn. Synchronization" steps, specifically include the following steps:

When the vehicle is in the safe braking state, the control implements the noise reduction strategy, and the vehicle controls the adjustment and distribution of the front and rear axle braking force under the noise reduction condition to make the front and rear axle tires and the front and rear brake friction plates wear synchronously.

According to the third possible implementation of the first aspect, in the fourth possible implementation of the first aspect, the step of "controlling the implementation of the noise reduction strategy" specifically includes the following steps:

The current for opening and closing the ESC inlet and outlet valves is set within the range of the initial value of the current, and the speed of the motor is set within the range of the initial value of the motor speed.

According to the third possible implementation of the first aspect, in the fifth possible implementation of the first aspect, the "when the vehicle is in a safe braking state, the control executes the noise reduction strategy, and the vehicle is in the noise reduction Controlling the adjustment and distribution of the front and rear axle braking force to make the front and rear axle tires and the front and rear brake friction linings wear synchronously” after the step, the following steps are also included:

Detect the actual deceleration of the vehicle;

According to the detected actual deceleration of the vehicle, the control implements different intelligent electronic braking force distribution strategies.

According to the fifth possible implementation of the first aspect, in the sixth possible implementation of the first aspect, the "according to the detected actual deceleration of the vehicle, control and execute different intelligent electronic braking force distribution strategies" The steps specifically include the following steps:

When the deviation between the actual deceleration of the vehicle and the driver's expected deceleration exceeds the upper limit of the deviation or is lower than the lower limit of the deviation, the control exits the intelligent electronic braking force distribution function.

In the second aspect, the present application provides an intelligent electronic braking force distribution system, including:

A braking state acquiring module, configured to acquire the braking state of the vehicle, the braking state including a safe braking state and an unsafe braking state;

The brake adjustment and distribution module is connected with the brake state acquisition module, and is used to control the adjustment and distribution of the front and rear axle brakes when the vehicle is in a safe braking state so that the front and rear axle tires and the front and rear brake friction linings wear synchronously.

According to the second aspect, in a first possible implementation manner of the second aspect, the braking state acquisition module includes:

The vehicle driving condition acquisition sub-module is used to acquire the wheel slip rate, the driver's operation intention and the vehicle driving and turning conditions;

The unsafe braking state determination sub-module is communicated with the vehicle driving condition acquisition sub-module, and is used when the wheel slip rate is not less than the slip rate preset value, or the speed at which the driver steps on the brake pedal is higher than Speed preset value, or, when the longitudinal acceleration of the vehicle is greater than the acceleration preset value, it is determined that the vehicle is in an unsafe braking state;

The safe braking state determination submodule is connected in communication with the vehicle driving condition acquisition submodule, and is used for when the wheel slip rate is less than the initial set value of the slip rate, and the speed at which the driver steps on the brake pedal is not When the velocity is higher than the preset value and the longitudinal acceleration of the vehicle is not greater than the preset acceleration value, it is determined that the vehicle is in a safe braking state.

According to the second aspect, in a second possible implementation manner of the second aspect, the brake adjustment distribution module includes:

The target deceleration acquisition sub-module is used to acquire the target deceleration of the vehicle when the vehicle is in a safe braking state;

The brake adjustment control sub-module is communicated with the target deceleration acquisition sub-module, and is used to adjust the brake hydraulic pressure leading to the front and rear brakes through the control of the ESC internal valve system, so as to realize the equal braking torque of the front and rear axles and comprehensively achieve the whole The target deceleration of the car.

Compared with prior art, advantage of the present invention is as follows:

The intelligent electronic braking force distribution method provided by this application, in the case of safe braking, turns on the intelligent electronic braking force distribution function, and solves the problem of asynchronous wear of front and rear axle tires and front and rear brake friction plates under the premise of braking safety, thereby providing A braking method that safely and effectively reduces the frequency and cost of friction plate replacement and maintenance is proposed.

Description of drawings

Fig. 1 is a method flowchart of an intelligent electronic braking force distribution method according to an embodiment of the present invention;

Fig. 2 is another method flow chart of the intelligent electronic braking force distribution method according to the embodiment of the present invention;

Fig. 3 is a functional module block diagram of the intelligent electronic braking force distribution system according to the embodiment of the present invention;

Fig. 4 is a block diagram of another functional module of the intelligent electronic braking force distribution system according to the embodiment of the present invention.

Detailed ways

Reference will now be made in detail to specific embodiments of the invention, examples of which are illustrated in the accompanying drawings. While the invention will be described in conjunction with specific embodiments, it will be understood that it is not intended to limit the invention to the described embodiments. On the contrary, it is intended to cover alterations, modifications and equivalents as included within the spirit and scope of the invention as defined by the appended claims. It should be noted that the method steps described here can all be realized by any functional block or functional arrangement, and any functional block or functional arrangement can be realized as a physical entity or a logical entity, or a combination of both.

In order to enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

Note: the example to be introduced next is only a specific example, and is not intended to limit the embodiment of the present invention to the following specific steps, values, conditions, data, sequence and so on. Those skilled in the art can use the concept of the present invention to construct more embodiments not mentioned in this specification by reading this specification.

When the vehicle is braked by the hydraulic braking system, the braking force of the front axle is greater than that of the rear axle. After multiple brakings, the tires of the front axle wear out faster than the tires of the rear axle, and the friction pads of the front brakes wear faster than the friction pads of the rear brakes. As a result, the front brake friction plate needs to be thickened and the cost is high; the front axle tires and front brake friction plates need to be replaced frequently, and the maintenance cost is higher.

In view of this, the present application provides an intelligent electronic braking force distribution method, including the following steps:

Step S1, acquiring the braking state of the vehicle, the braking state includes a safe braking state and an unsafe braking state;

Step S2 , when the vehicle is in a safe braking state, the control adjusts and classifies the front and rear axle braking forces so that the front and rear axle tires and the front and rear brake friction plates wear synchronously.

The intelligent electronic braking force distribution method provided by this application is based on the safe braking state of the vehicle, and executes the intelligent electronic braking force distribution to the front and rear axle tires and the front and rear brake friction plates to solve the problem of asynchronous wear of the front and rear brake friction plates. The submersible brake friction plate is designed to be too thick to apply greater braking force, effectively reducing the production cost of the vehicle brake friction plate, and providing a braking method that safely and effectively reduces the frequency and cost of friction plate replacement and maintenance.

In one embodiment, the step of "obtaining the braking state of the vehicle, the braking state including a safe braking state and an unsafe braking state" specifically includes the following steps:

Step S11, obtaining the wheel slip ratio, the driver's operation intention and the vehicle's turning condition;

Step S12, when the wheel slip rate is not less than the slip rate preset value, or the speed at which the driver depresses the brake pedal is higher than the speed preset value, or the vehicle longitudinal acceleration is greater than the acceleration preset value, it is determined that the vehicle is not Safe braking status;

Step S13. When the wheel slip rate is less than the initial set value of the slip rate, and the speed at which the driver steps on the brake pedal is not higher than the speed preset value, and the vehicle longitudinal acceleration is not greater than the acceleration preset value, it is determined that the vehicle In a safe braking state.

In a more specific embodiment, when the wheel slip rate is less than the initial set value, the rotation speed of the wheel is consistent with the vehicle speed. At this time, the vehicle can be considered to be in a safe and controllable state. When the wheel slip rate is greater than the slip rate preset When the value is , the vehicle is in an unsafe braking state. If you brake at this time, it is easy to enter the vehicle slipping state. Therefore, the priority is to ensure the safety of the vehicle, and the adjustment and distribution of the front and rear axle braking forces are not performed. More specifically, when the vehicle slip rate is less than 3%, it is determined that the vehicle is in a safe braking state, and when the vehicle slip rate is greater than 5%, it is determined that the vehicle is in an unsafe braking state. In this embodiment of the present application, the initial set value of the slip ratio and the preset value of the slip ratio can be specifically calibrated according to the actual slip condition of the vehicle.

In one embodiment, it is determined whether the current vehicle is in a safe braking state according to the driver's operation intention. Specifically, when the driver brakes urgently, it is determined that the vehicle is in an unsafe braking state, and it is necessary to prioritize the fast realization of the brake function. More specifically, the driver's operating intention is judged by monitoring the speed at which the driver steps on the brake pedal: when the speed at which the driver steps on the brake pedal is higher than the speed preset value, it is considered that the driver is braking urgently at this time, and the vehicle is judged to be In an unsafe braking state; when the speed at which the driver steps on the brake pedal is not higher than the speed preset value, it is considered that the driver does not have an emergency braking operation intention at this time, and it is determined that the vehicle is in a safe braking state. In a more specific embodiment, the preset speed is 30mm/s.

In one embodiment, when the vehicle is in a sharp turning condition, it is determined that the vehicle is in an unsafe braking state, and it is necessary to prioritize the safety of the vehicle to perform the sharp turning operation. More specifically, the sharp turning condition of the vehicle is acquired through the value of the longitudinal acceleration of the vehicle. In a more specific embodiment, when the longitudinal acceleration is greater than 0.4 m/s, it is considered that the vehicle is in a sharp turning condition at this time, and intelligent electronic power distribution is not performed.

Based on the above, when there is no risk of wheel slippage, the driver does not have emergency braking, and the vehicle is not in a sharp turn, it is determined that the vehicle is in a safe and controllable state, and intelligent electronic braking force distribution can be implemented to balance the front and rear axle tires and Wear problem of front and rear brake pads.

In one embodiment, the step of "when the vehicle is in a safe braking state, control the adjustment and distribution of the front and rear axle braking forces so that the front and rear axle tires and the front and rear brake friction linings are worn synchronously" includes the following steps:

When the vehicle is in a safe braking state, obtain the target deceleration of the vehicle;

Through the control of the ESC internal valve system, the brake hydraulic pressure to the front and rear brakes is adjusted to achieve the equal braking torque of the front and rear axles and the sum reaches the target deceleration of the whole vehicle.

Generally, the formula for calculating the braking torque is:

W=P*S*r;

P=W/(S*r);

Among them, W is the braking torque, P is the brake hydraulic pressure of the caliper, S is the area of the wheel cylinder of the caliper, and r is the effective radius of the brake.

Therefore, by adjusting the brake hydraulic pressure of the front and rear brakes, the brake torque of the front and rear axles can be adjusted to be equal, and the deceleration achieved by the final brake can meet the target deceleration requirements through further adjustment.

In one embodiment, due to the intervention of the braking force control system (ABS Anti-lock Braking System/ESC Electronic Stability Control electronic stability control system), the implementation of intelligent electronic brake distribution will involve the ESC system The opening and closing of the inlet and outlet valves and the noise problems caused by the excessive speed of the motor. Therefore, in order to improve the comfort of the vehicle during the intelligent electronic braking force distribution, the "when the vehicle is in a safe braking state, the front and rear axles are controlled. The step of adjusting and distributing the power to make the wear of front and rear axle tires and front and rear brake friction linings synchronous", specifically includes the following steps:

When the vehicle is in the safe braking state, the control implements the noise reduction strategy, and the vehicle controls the adjustment and distribution of the front and rear axle braking force under the noise reduction condition to make the front and rear axle tires and the front and rear brake friction plates wear synchronously.

In one embodiment, the step of "controlling the implementation of the noise reduction strategy" specifically includes the following steps:

Set the current for opening and closing the ESC inlet and outlet valves within the range of the initial value of the current to avoid the ESC working noise generated by the opening and closing of the inlet and outlet valves of the ESC system and the motor driving the plunger pump to increase the pressure; The speed is set within the range of the initial value of the motor speed to avoid excessive noise caused by too fast motor speed. More specifically, the range of the initial value of the current is within 10A, and the range of the initial value of the motor speed is within 3000 rpm.

In one embodiment, in order to ensure the normal realization of the braking function of the vehicle, the "when the vehicle is in a safe braking state, the control executes the noise reduction strategy, and the vehicle controls the adjustment of the braking force of the front and rear axles under the noise reduction condition." After the step of assigning the front and rear axle tires and front and rear brake friction linings to wear synchronously", the following steps are also included:

Detect the actual deceleration of the vehicle;

According to the detected actual deceleration of the vehicle, the control implements different intelligent electronic braking force distribution strategies.

In one embodiment, the step of "controlling the execution of different intelligent electronic braking force distribution strategies according to the detected actual deceleration of the vehicle" specifically includes the following steps:

When the deviation between the actual deceleration of the vehicle and the driver's expected deceleration exceeds the upper limit of the deviation or is lower than the lower limit of the deviation, the control exits the intelligent electronic braking force distribution function.

In a more specific embodiment, the longitudinal acceleration information of the on-board IMU sensor is used to assist in detecting the actual deceleration of the vehicle at this time. When the deviation between the actual deceleration of the vehicle and the driver's expected deceleration is too large or too small, it is considered that If the deceleration is abnormally small or large, there may be a decline in the performance of the braking system and the pressure of the ESC is too large or too small. In order to ensure the safety of the vehicle, the vehicle is controlled to exit the intelligent electronic braking force distribution function. In one embodiment, the initial deviation value is set to ±10%. When the actual deceleration of the vehicle is greater than 10% of the driver's desired deceleration, it is determined that the vehicle's deceleration is abnormally large. When the actual vehicle deceleration is less than the driver's desired When the deceleration is 10%, it is determined that the vehicle deceleration is abnormally small. In other embodiments of the present application, the initial deviation value can be calibrated according to the actual situation.

In the second aspect, based on the same inventive concept, the present application also provides an intelligent electronic braking force distribution system, including a braking state obtaining module 100 and a braking adjustment distribution module 200, the braking state obtaining module 100 is used to obtain vehicle braking state, the braking state includes a safe braking state and an unsafe braking state; the braking adjustment distribution module 200 communicates with the braking state acquisition module 100, and is used for when the vehicle is in a safe braking state state, the control adjusts and distributes the brakes of the front and rear axles so that the tires on the front and rear axles and the friction linings of the front and rear brakes are worn synchronously.

In one embodiment, the braking state acquisition module 100 includes a vehicle driving condition acquisition submodule 110, an unsafe braking state determination submodule 120, a safe braking state determination submodule 130, and a vehicle driving condition acquisition submodule 110 is used to obtain the wheel slip rate, the driver's operation intention, and the vehicle's driving and turning conditions; the unsafe braking state determination submodule 120 is communicatively connected with the vehicle's driving conditions acquiring submodule, and is used for when the wheel slip rate If the slip ratio is not less than the preset value, or the speed at which the driver depresses the brake pedal is higher than the speed preset value, or the vehicle longitudinal acceleration is greater than the acceleration preset value, it is determined that the vehicle is in an unsafe braking state; safe braking The state determination submodule 130 is connected in communication with the vehicle driving condition acquisition submodule, and is used for when the wheel slip ratio is less than the initial setting value of the slip ratio, and the speed at which the driver steps on the brake pedal is not higher than the speed and the vehicle longitudinal acceleration is not greater than the acceleration preset value, it is determined that the vehicle is in a safe braking state.

In one embodiment, the vehicle driving condition acquisition sub-module is realized as a wheel speed sensor, a pedal travel sensor and a longitudinal acceleration sensor, and the wheel speed sensor is used to obtain the rotation rate of the tire, and compare it with the vehicle speed to calculate the current tire rotation rate. Slip rate μ = (V _{wheel edge} - V _{vehicle speed} ) / V _{vehicle speed} . When the tire slip rate μ exceeds a certain value, the initial setting is 3% (can be calibrated), that is, when the tire slip rate exceeds 3%, it is considered that the vehicle is in an unstable state at this time, so the intelligent electronic braking force distribution will not be performed . The deceleration a of the vehicle at this time is read by the acceleration sensor, and the actual deceleration a of the vehicle is used as one of the judging conditions of the "safe braking state". The initial setting, when a>0.4 (can be calibrated), defines the unsafe braking state at this time, that is, when the vehicle deceleration is greater than 0.4g, the "intelligent braking force distribution" will not be activated. By monitoring the speed and depth of the driver stepping on the brake pedal, it is judged whether it is emergency braking at this time, and the driver's expectation of the vehicle braking deceleration at this time. Initial setting, when the speed of the driver stepping on the brake pedal exceeds 30mm/s (can be calibrated), it is judged as the driver's emergency braking. The depth of stepping on the pedal corresponds to the deceleration of the whole vehicle. Based on the depth of the driver stepping on the brake pedal, the expected braking deceleration of the driver at this time can be known by looking up the table.

In an embodiment, the brake adjustment distribution module includes:

The target deceleration acquisition sub-module is used to acquire the target deceleration of the vehicle when the vehicle is in a safe braking state;

The brake adjustment control sub-module is communicated with the target deceleration acquisition sub-module, and is used to adjust the brake hydraulic pressure leading to the front and rear brakes through the control of the ESC internal valve system, so as to realize the equal braking torque of the front and rear axles and comprehensively achieve the whole The target deceleration of the car. Based on the same inventive concept, an embodiment of the present application also provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, all or part of the method steps of the above method are implemented.

The present invention realizes all or part of the process in the above method, and it can also be completed by instructing related hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, it can realize Steps in the above-mentioned method embodiments. Wherein, the computer program includes computer program code, and the computer program code may be in the form of source code, object code, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, removable hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access Memory (RAM, Random Access Memory), electrical carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained on computer readable media may be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer readable media does not include Electrical carrier signals and telecommunication signals.

Based on the same inventive concept, an embodiment of the present application also provides an electronic device, including a memory and a processor, the memory stores a computer program running on the processor, and when the processor executes the computer program, all the method steps or Some method steps.

The so-called processor can be a central processing unit (Central Processing Unit, CPU), and can also be other general-purpose processors, digital signal processors (Digital Signal Processor, DSP), application specific integrated circuit (Application Specific Integrated Circuit uit, ASIC) ), off-the-shelf programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. The processor is the control center of the computer device, and uses various interfaces and lines to connect various parts of the entire computer device.

The memory can be used to store computer programs and/or modules, and the processor implements various functions of the computer device by running or executing the computer programs and/or modules stored in the memory and calling data stored in the memory. The memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, at least one application program required by a function (such as a sound playback function, an image playback function, etc.); The created data (such as audio data, video data, etc.) is used. In addition, the memory may include a high-speed random access memory, and may also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (SmartMedia Card, SMC), a secure digital (Secure Digital, SD) card, A flash card (Flash Card), at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage devices.

Those skilled in the art should understand that the embodiments of the present invention may be provided as methods, systems, servers or computer program products. Accordingly, the present invention can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention 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 and optical storage, etc.) having computer-usable program code embodied therein.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), servers and computer program products according to embodiments of the invention. It should be understood that each procedure and/or block in the flowchart and/or block diagram, and a combination of procedures and/or blocks in the flowchart and/or block diagram can be realized by computer program instructions. These computer program instructions may be provided to a general purpose computer, special purpose computer, embedded processor, or processor of other programmable data processing equipment to produce a machine such that the instructions executed by the processor of the computer or other programmable data processing equipment produce a An apparatus for realizing the functions specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing apparatus to operate in a specific manner, such that the instructions stored in the computer-readable memory produce an article of manufacture comprising instruction means, the instructions The device realizes the function specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

These computer program instructions can also be loaded onto a computer or other programmable data processing device, causing a series of operational steps to be performed on the computer or other programmable device to produce a computer-implemented process, thereby The instructions provide steps for implementing the functions specified in the flow chart or blocks of the flowchart and/or the block or blocks of the block diagrams.

Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalent technologies, the present invention also intends to include these modifications and variations.

Claims (10)

1. An intelligent electronic braking force distribution method, comprising the following steps: Acquiring the braking state of the vehicle, the braking state includes a safe braking state and an unsafe braking state; When the vehicle is in a safe braking state, the control adjusts and distributes the braking force of the front and rear axles so that the front and rear axle tires and the front and rear brake friction plates wear synchronously. 2. The intelligent electronic braking force distribution method according to claim 1, characterized in that, in the step of "acquiring the braking state of the vehicle, the braking state includes a safe braking state and an unsafe braking state", Specifically include the following steps: Obtain the wheel slip rate, the driver's operating intention and the vehicle's turning conditions; When the wheel slip rate is not less than the slip rate preset value, or the speed at which the driver depresses the brake pedal is higher than the speed preset value, or the vehicle longitudinal acceleration is greater than the acceleration preset value, it is determined that the vehicle is under unsafe braking state; When the wheel slip rate is less than the initial set value of the slip rate, and the speed at which the driver depresses the brake pedal is not higher than the speed preset value, and the vehicle longitudinal acceleration is not greater than the acceleration preset value, it is determined that the vehicle is in the safety mode. dynamic state. 3. The intelligent electronic braking force distribution method according to claim 1, characterized in that, the "when the vehicle is in a safe braking state, control the adjustment and distribution of the front and rear axle braking forces so that the front and rear axle tires, the front and rear brake friction plates Wear Synchronization" steps, specifically include the following steps: When the vehicle is in a safe braking state, obtain the target deceleration of the vehicle; Through the control of the ESC internal valve system, the brake hydraulic pressure to the front and rear brakes is adjusted to achieve the equal braking torque of the front and rear axles and the sum reaches the target deceleration of the whole vehicle. 4. The intelligent electronic braking force distribution method according to claim 1, characterized in that, the "when the vehicle is in a safe braking state, control the adjustment and distribution of the front and rear axle braking forces so that the front and rear axle tires, the front and rear brake friction plates Wear Synchronization" steps, specifically include the following steps: When the vehicle is in the safe braking state, the control implements the noise reduction strategy, and the vehicle controls the adjustment and distribution of the front and rear axle braking force under the noise reduction condition to make the front and rear axle tires and the front and rear brake friction plates wear synchronously. 5. The intelligent electronic braking force distribution method according to claim 4, wherein the step of "controlling the implementation of noise reduction strategy" specifically includes the following steps: The current for opening and closing the ESC inlet and outlet valves is set within the range of the initial value of the current, and the speed of the motor is set within the range of the initial value of the motor speed. 6. The intelligent electronic braking force distribution method according to claim 4, characterized in that, the "when the vehicle is in a safe braking state, control the implementation of the noise reduction strategy, and the vehicle controls the front and rear axles under the noise reduction condition." After the step of adjusting and distributing the power so that the front and rear axle tires and the front and rear brake friction linings wear synchronously", the following steps are also included: Detect the actual deceleration of the vehicle; According to the detected actual deceleration of the vehicle, the control implements different intelligent electronic braking force distribution strategies. 7. The intelligent electronic braking force distribution method according to claim 6, wherein the step of "controlling the execution of different intelligent electronic braking force distribution strategies according to the detected actual deceleration of the vehicle" specifically includes the following steps : When the deviation between the actual deceleration of the vehicle and the driver's expected deceleration exceeds the upper limit of the deviation or is lower than the lower limit of the deviation, the control exits the intelligent electronic braking force distribution function. 8. An intelligent electronic braking force distribution system, characterized in that it comprises: A braking state acquiring module, configured to acquire the braking state of the vehicle, the braking state including a safe braking state and an unsafe braking state; The brake adjustment and distribution module is connected with the brake state acquisition module, and is used to control the adjustment and distribution of the front and rear axle brakes when the vehicle is in a safe braking state so that the front and rear axle tires and the front and rear brake friction linings wear synchronously. 9. The intelligent electronic braking force distribution system according to claim 8, wherein the braking state acquiring module comprises: The vehicle driving condition acquisition sub-module is used to acquire the wheel slip rate, the driver's operation intention and the vehicle driving and turning conditions; The unsafe braking state determination sub-module is communicated with the vehicle driving condition acquisition sub-module, and is used when the wheel slip rate is not less than the slip rate preset value, or the speed at which the driver steps on the brake pedal is higher than Speed preset value, or, when the longitudinal acceleration of the vehicle is greater than the acceleration preset value, it is determined that the vehicle is in an unsafe braking state; The safe braking state determination submodule is connected in communication with the vehicle driving condition acquisition submodule, and is used for when the wheel slip rate is less than the initial set value of the slip rate, and the speed at which the driver steps on the brake pedal is not When the velocity is higher than the preset value and the longitudinal acceleration of the vehicle is not greater than the preset acceleration value, it is determined that the vehicle is in a safe braking state. 10. The intelligent electronic braking force distribution system according to claim 8, wherein the brake adjustment distribution module comprises: The target deceleration acquisition sub-module is used to acquire the target deceleration of the vehicle when the vehicle is in a safe braking state; The brake adjustment control sub-module is communicated with the target deceleration acquisition sub-module, and is used to adjust the brake hydraulic pressure leading to the front and rear brakes through the control of the ESC internal valve system, so as to realize the equal braking torque of the front and rear axles and comprehensively achieve the whole The target deceleration of the car.

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