Brake-by-wire and steering-by-wire fault reconstruction system and vehicle redundancy architecture

Abstract

The invention relates to the technical field of vehicle drive-by-wire function safety, and discloses a brake-by-wire and steering-by-wire fault reconstruction system and a vehicle redundancy architecture wherein a fusion diagnosis module is used for obtaining sensor parameters in a brake subsystem and a steering subsystem in real time through a plurality of sensors; the fault reconstruction module is used for performing multi-level fault reconstruction on the braking subsystem based on a three-level response mechanism according to the fault type and the fault severity level; performing redundancy control link dynamic switching on the steering subsystem; and the resource scheduling module is used for determining the energy distribution proportion of brake locking and steering differential motion according to the voltage of the shared emergency power supply. According to the embodiment of the invention, the global composite fault criterion library is constructed through the fusion diagnosis module, the multi-dimensional and cross-system combined diagnosis of the braking subsystem and the steering subsystem is realized, the complex fault mode can be effectively covered, the recognition and response capability of the system to multiple concurrent faults is improved, and the safety degree of the vehicle is further improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle-by-wire functional safety, and particularly relates to a fault reconstruction system for brake-by-wire and steer-by-wire and a vehicle redundancy architecture. Background Art

[0002] With the development of intelligent driving technology, the vehicle-by-wire systems (including brake-by-wire and steer-by-wire) undertake core execution tasks, and the requirements for their functional safety levels are also increasing accordingly.

[0003] However, in the vehicle-by-wire systems of related technologies, there are often problems in dealing with complex failure modes with multiple concurrent failures, resulting in insufficient vehicle safety. Therefore, how to enable the vehicle-by-wire system to effectively handle complex failure modes with multiple concurrent failures and improve the vehicle safety has become an urgent problem to be solved. Summary of the Invention

[0004] In view of this, the present invention provides a fault reconstruction system for brake-by-wire and steer-by-wire and a vehicle redundancy architecture to solve the problem of how to enable the vehicle-by-wire system to effectively handle complex failure modes with multiple concurrent failures and improve the vehicle safety.

[0005] On the one hand, the present disclosure provides a fault reconstruction system for brake-by-wire and steer-by-wire. The system includes: a fusion diagnosis module, a fault reconstruction module, and a resource scheduling module, wherein: the fusion diagnosis module is configured to construct a global composite fault criterion database by obtaining in real time sensor parameters in the brake subsystem and the steering subsystem through a variety of sensors integrated in the brake subsystem and the steering subsystem; the fault reconstruction module is configured to perform at least one of the following steps according to the fault types and fault severity levels in the brake subsystem and / or the steering subsystem in the global composite fault criterion database: perform multi-level fault reconstruction on the brake subsystem based on a three-level response mechanism; perform dynamic switching of redundant control links on the steering subsystem; wherein the multi-level fault reconstruction includes electrical layer fault reconstruction, electromechanical layer fault reconstruction, and mechanical layer fault reconstruction; the resource scheduling module is configured to determine the energy distribution ratio of brake locking of the brake subsystem and steering differential of the steering subsystem according to the voltage of the shared emergency power supply.

[0006] On the other hand, the present disclosure also provides a vehicle redundancy architecture, which is used to detect through the fault reconstruction system of the brake-by-wire and steer-by-wire as described above. The vehicle redundancy architecture includes: a braking subsystem, a steering subsystem, and a shared emergency power supply, where: the braking subsystem is composed of an electrical layer, a mechatronic layer, and a mechanical layer. The electrical layer includes a main-backup dual-mode EMB motor. The mechatronic layer includes a mechatronic backup unit composed of a ball screw planetary reducer and a piezoelectric sensor. The mechanical layer includes an SMA mechanical locking device; among them, the main-backup dual-mode EMB motor includes a main EMB motor and a backup EMB motor; the steering subsystem is composed of multiple wheel driving unit control modules, and the steering subsystem includes a dual-winding DC brushless motor; among them, the dual-winding DC brushless motor adopts physically isolated windings, and the two windings are respectively controlled by a main MCU and a slave MCU, and the communication link of the main MCU adopts the CAN FD protocol, and the communication link of the slave MCU adopts the FlexRay protocol; the shared emergency power supply is used to supply power to the braking subsystem and the steering subsystem.

[0007] On the other hand, the present disclosure also provides a computer device, including: a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the above-mentioned fault reconstruction system of the brake-by-wire and steer-by-wire by executing the computer instructions.

[0008] Through the fault reconstruction system of the brake-by-wire and steer-by-wire and the vehicle redundancy architecture of the above embodiments of the present disclosure, by integrating the diagnostic module to construct a global composite fault criterion database, multi-dimensional and cross-system joint diagnosis of the braking subsystem and the steering subsystem can be realized, which can effectively cover complex fault modes, improve the system's recognition and response capabilities to multiple concurrent faults, and thus increase the safety level of the vehicle.

[0009] In addition, the fault reconstruction module executes multi-level responses of the electrical layer, the mechatronic layer, and the mechanical layer based on the fault type and severity level to ensure the switching of the braking subsystem under different severity levels, significantly enhancing the system's fault tolerance and recovery capabilities. The resource scheduling module dynamically determines the energy distribution ratio between brake locking and steering differential based on the voltage state of the emergency power supply, and can prioritize the core braking function in extreme scenarios such as power-off or low-power scenarios, avoiding functional failures caused by unbalanced energy distribution, and enhancing the safety redundancy of the system under extreme working conditions. Description of the Drawings

[0010] To more clearly illustrate the specific embodiments of the present disclosure or the technical solutions in related technologies, the following will briefly introduce the drawings required for use in the description of the specific embodiments or related technologies. Obviously, the drawings in the following description are some embodiments of the present disclosure. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0011] Figure 1 FIG. shows an exemplary schematic diagram of the architecture of a fault reconstruction system 100 for brake-by-wire and steer-by-wire according to an embodiment of the present disclosure;

[0012] Figure 2 FIG. shows an exemplary schematic diagram of the specific architecture of a fault reconstruction system 100 for brake-by-wire and steer-by-wire according to an embodiment of the present disclosure;

[0013] Figure 3 FIG. shows a schematic diagram of the execution flow of a fault reconstruction system 100 for brake-by-wire and steer-by-wire according to an embodiment of the present disclosure;

[0014] Figure 4 FIG. is a schematic diagram of the composition of a vehicle redundancy architecture provided by an embodiment of the present disclosure;

[0015] Figure 5 FIG. is a schematic diagram of the structure of a fault reconstruction system for brake-by-wire and steer-by-wire provided by an embodiment of the present disclosure. Specific Embodiments

[0016] As intelligent driving technology develops towards levels above L3 representing conditional autonomous driving, the brake-by-wire system of the vehicle, due to undertaking the core execution tasks, the requirement for its functional safety level has also been upgraded from Automotive Safety Integrity Level (ASIL) C to ASIL D.

[0017] However, there are still multi-dimensional technical bottlenecks in the brake-by-wire system in related technologies, including:

[0018] 1. The brake-by-wire systems in related technologies usually adopt a single-dimensional monitoring strategy, which cannot effectively cover complex failure modes such as winding short circuits and insulation deterioration, and it is difficult to meet the safety requirements for multiple fault concurrent scenarios in high-level autonomous driving.

[0019] 2. In the design of system redundancy architecture, the dual-motor solutions of related technologies generally have the risk of common cause failure. That is, the primary and backup units usually share the Pulse-width modulation (PWM) drive signal or the Controller Area Network (CAN) bus communication link. Once the control signal is subjected to electromagnetic interference or the bus load is too high, the primary and backup systems may fail synchronously, resulting in the complete loss of braking or steering functions.

[0020] 3. There are design defects in the emergency strategy in the power-off scenario. In the dual-CAN bus communication redundancy solution of related technologies, when the bus load exceeds the critical value, the transmission delay of fault instructions increases significantly, and it cannot meet the stringent requirements of rapid switching at the 150 ms level.

[0021] 4. Although the steer-by-wire system replaces mechanical connections with electrical signals and improves the control flexibility, its fault reconstruction ability is still significantly insufficient. Although the angular module architecture of related technologies supports independent steering control of each wheel driving unit, in the case of communication packet loss, sensor drift, or controller logic conflict, the accuracy of multi-wheel coordinated steering will drop sharply, resulting in the path tracking error exceeding the safety threshold.

[0022] To solve the above problems, in various embodiments of the present disclosure, a fault reconstruction system for brake-by-wire and steer-by-wire is provided. The system includes: a fusion diagnosis module, a fault reconstruction module, and a resource scheduling module, where: The fusion diagnosis module is used to obtain the sensor parameters in the brake subsystem and the steering subsystem in real time through a variety of sensors integrated in the brake subsystem and the steering subsystem, and construct a global composite fault criterion library; The fault reconstruction module is used to perform at least one of the following steps according to the fault type and fault severity level in the brake subsystem and / or the steering subsystem in the global composite fault criterion library: Based on a three-level response mechanism, perform multi-level fault reconstruction on the brake subsystem; Dynamically switch the redundant control link of the steering subsystem; Among them, the multi-level fault reconstruction includes electrical layer fault reconstruction, electro-mechanical layer fault reconstruction, and mechanical layer fault reconstruction; The resource scheduling module is used to determine the energy distribution ratio of the brake lock of the brake subsystem and the steering differential of the steering subsystem according to the voltage of the shared emergency power supply.

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present disclosure clearer, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present disclosure. Obviously, the described embodiments are part of the embodiments of the present disclosure, rather than all the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present disclosure.

[0024] Please refer toFigure 1 , Figure 1 shows an exemplary schematic diagram of the architecture of a fault reconstruction system 100 for brake-by-wire and steer-by-wire according to an embodiment of the present disclosure. As Figure 1 shown, the fault reconstruction system 100 for brake-by-wire and steer-by-wire includes: a fusion diagnosis module 101, a fault reconstruction module 102, and a resource scheduling module 103, where:

[0025] The fusion diagnosis module 101 is configured to obtain sensor parameters in the brake subsystem and the steering subsystem in real time through a variety of sensors integrated in the brake subsystem and the steering subsystem, and construct a global composite fault criterion library.

[0026] In this embodiment, the fusion diagnosis module 101 is configured to collect key physical parameters in the brake subsystem and the steering subsystem in real time through a variety of sensors integrated in the brake subsystem and a variety of sensors in the steering subsystem.

[0027] Here, the real-time acquisition frequency of the key physical parameters can be adjusted in real time according to the characteristics of the subsystem. For example, the acquisition frequency of the brake subsystem can be 5KHz (kilohertz), and the acquisition frequency of the steering subsystem can be 1KHz.

[0028] Furthermore, preprocessing and feature extraction of the collected key physical parameters belong to conventional technical means, which will not be elaborated here.

[0029] Furthermore, map the extracted physical parameter feature indexes to the corresponding preset thresholds, and construct a global composite fault criterion library according to the preset dimensions. For example, the preset dimensions can include the brake subsystem, the steering subsystem, and the cross-system dimension.

[0030] The fault reconstruction module 102 is configured to perform at least one of the following steps according to the fault type and fault severity level in the brake subsystem and / or the steering subsystem in the global composite fault criterion library: perform multi-level fault reconstruction on the brake subsystem based on a three-level response mechanism; perform dynamic switching of redundant control links on the steering subsystem.

[0031] In this embodiment, the multi-level fault reconstruction includes electrical layer fault reconstruction, electromechanical layer fault reconstruction, and mechanical layer fault reconstruction.

[0032] Among them, the electrical layer in the brake subsystem may include electrical and electronic components related to brake control, the electromechanical layer may refer to the intermediate execution layer that converts electrical control into mechanical actions, and the mechanical layer may refer to the pure mechanical part that acts on the brake mechanical components and executes mechanical actions.

[0033] Exemplarily, the electrical layer may include but is not limited to: a controller, a power drive unit, a signal drive unit, etc.; the electromechanical layer may include but is not limited to: a braking motor, a reduction mechanism, a click winding, etc.; the mechanical layer may include but is not limited to: a brake caliper, a friction plate, a brake disc, etc.

[0034] The fault reconstruction module 102 is specifically configured to receive the real-time fault information of the braking subsystem and the real-time fault information of the steering subsystem provided by the fusion diagnosis module, call the global composite fault criterion library, and determine the fault type and fault verification level of the fault.

[0035] Furthermore, the fault reconstruction module 102 is configured to, when a fault exists in the braking subsystem, based on a three-level response mechanism, maintain the braking subsystem in a working state as close to normal as possible through a standby unit, a redundant path, etc.

[0036] Even further, the fault reconstruction module 102 is configured to, when a fault exists in the steering subsystem, real-time judge the status of the main link, and smoothly switch from the main link to the standby link when necessary.

[0037] Wherein, the redundant control link refers to a standby link used when the main link fails.

[0038] The resource scheduling module 103 is configured to determine the energy distribution ratio of the braking lock of the braking subsystem and the steering differential of the steering subsystem according to the voltage of the shared emergency power supply.

[0039] In this embodiment, the shared emergency power supply may refer to a supercapacitor. A supercapacitor can be an electrochemical energy storage element between a traditional capacitor and a rechargeable battery. Exemplarily, the capacitance value of the supercapacitor may be greater than or equal to 100 farads.

[0040] The resource scheduling module 103 is configured to real-time collect the voltage of the supercapacitor, and calculate the energy distribution ratio of the braking lock of the moving subsystem and the steering differential of the steering subsystem according to the magnitude relationship between the voltage of the supercapacitor and the voltage threshold.

[0041] Through the fault reconstruction system of the electro-hydraulic brake and steer-by-wire and the vehicle redundancy architecture of the above embodiments of the present disclosure, a global composite fault criterion database is constructed through the fusion diagnosis module to achieve multi-dimensional and cross-system joint diagnosis of the brake subsystem and the steering subsystem, which can effectively cover complex fault modes, improve the system's recognition and response capabilities for multiple concurrent faults, and thus increase the safety level of the vehicle. The fault reconstruction module executes multi-level responses at the electrical layer, electromechanical layer, and mechanical layer based on the fault type and severity level to ensure the switching of the brake subsystem under different severity levels, significantly enhancing the system's fault tolerance and recovery capabilities. The resource scheduling module dynamically determines the energy distribution ratio between brake lock-up and steering differential based on the emergency power supply voltage status, and can prioritize the core braking function in extreme scenarios such as power-off or low-power scenarios, avoiding functional failures caused by unbalanced energy distribution, and enhancing the safety redundancy of the system under extreme working conditions.

[0042] In a possible implementation manner of the above embodiment, the fusion diagnosis module 101 is specifically configured to:

[0043] Through a variety of sensors integrated in the brake subsystem and the steering subsystem, the winding temperature, current harmonic characteristics, and insulation resistance gradient of the main-backup dual-mode EMB motor in the brake subsystem, as well as the Hall signal pulse width, rotor angle deviation, and controller supply voltage parameters in the steering subsystem, are obtained in real time to construct a global composite fault criterion database.

[0044] In this embodiment, the main-backup dual-mode EMB motor may refer to two sets of electro-mechanical brake (EMB) motors in the brake subsystem, one of which is used as the main EMB motor and the other is used as the backup EMB motor; the main EMB motor and the backup EMB motor have independent driving and control capabilities and can be switched to the backup EMB motor when the main EMB motor fails.

[0045] The winding temperature of the main-backup dual-mode EMB motor may refer to the actual working temperature of the motor stator winding, which can reflect the internal heat load and heat dissipation state of the winding. Here, the sensor for detecting the winding temperature may be a temperature sensor integrated in the brake subsystem. For example, the temperature sensor may use PT1000 or a negative temperature coefficient (NTC) thermistor, and no specific limitation is made here.

[0046] The current harmonic characteristics may refer to the harmonic components in the drive current, which can reflect abnormalities at the electrical layer. Here, the sensor for detecting the current harmonic characteristics may be a Hall current sensor.

[0047] The insulation resistance gradient may refer to the rate of change or distribution gradient of the insulation resistance of the winding with respect to the ground. Here, the sensor for detecting the insulation resistance gradient may be an Insulation Monitoring Device (IMD).

[0048] The pulse width of the Hall signal in the steering subsystem may refer to the pulse width of the square wave signal output by the Hall sensor, which can be used to reflect information such as the rotational speed and rotor position of the motor. Here, the sensor for detecting the pulse width of the Hall signal may be a Hall position sensor.

[0049] The rotor angle deviation may refer to the difference between the target angle calculated by the motor controller and the angle measured by the actual Hall sensor. Here, the sensor for detecting the rotor angle deviation may be a rotor angle sensor.

[0050] The controller supply voltage parameter may refer to the operating voltage of the electronic control unit.

[0051] Through the fault reconstruction system and vehicle redundancy architecture for wire control braking and wire control steering in the above embodiments of the present disclosure, through the fusion acquisition and analysis of multi-dimensional sensor data in the braking subsystem and the steering subsystem, not only can single faults be detected, but also composite failure modes can be identified, which can significantly improve the diagnostic accuracy and coverage rate, and further help to quickly locate and classify multi-type and multi-level faults, so as to meet the safety requirements for multiple fault concurrent scenarios in high-level autonomous driving.

[0052] In a possible implementation manner of the above embodiments, please refer to Figure 2 , Figure 2 shows an exemplary schematic diagram of the specific architecture of a fault reconstruction system 100 for wire control braking and wire control steering according to an embodiment of the present disclosure. As Figure 2 shown, the fault reconstruction module 102 includes: a braking subsystem reconstruction module 1021 and a steering subsystem reconstruction module 1022, where:

[0053] The brake subsystem reconstruction module 1021 is configured to perform the following steps according to the sensor parameters of the brake subsystem in the global composite fault criterion database: If the sensor parameters of the brake subsystem satisfy any two of the first condition triggered by current harmonic characteristics, the second condition triggered by insulation resistance gradient, or the third condition triggered by winding temperature, it is determined that there is a fault in the electrical layer of the brake subsystem, and the main - backup dual - mode EMB motor in the brake subsystem is switched from the main EMB motor to the backup EMB motor within the first time threshold; If the sensor parameters of the brake subsystem satisfy any one of multiple preset electromechanical layer trigger conditions, it is determined that there is a fault in the electromechanical layer of the brake subsystem, the electromechanical backup unit is started, and the pressure is built up to the first pressure value within the second time threshold; If the sensor parameters of the brake subsystem satisfy any one of multiple preset mechanical layer trigger conditions, it is determined that there is a fault in the mechanical layer of the brake subsystem, the SMA mechanical locking device of the brake subsystem is activated, and the locking pin cone surface of the SMA mechanical locking device is embedded into the ball screw groove, so that the SMA mechanical locking device outputs a preset axial force.

[0054] In this embodiment, the brake subsystem reconstruction module 1021 is specifically configured to, if the sensor parameters of the brake subsystem satisfy any two of the conditions that the current harmonic H3 / H1 > 0.15 lasts for 5 cycles, the insulation resistance gradient > 5 Ω / ms, or the temperature sensor cross - verification difference > 10 °C lasts for 10 ms, determine that there is a fault in the electrical layer, and switch the main - backup dual - mode EMB motor in the brake subsystem from the main EMB motor to the backup EMB motor within the first time threshold.

[0055] Here, H3 can represent the third - harmonic current, H1 can represent the fundamental current, and the current harmonic H3 / H1 > 0.15 lasting for 5 cycles can represent that the amplitude of the third - harmonic current exceeds 15% of the fundamental current within at least 5 electrical cycles, indicating that there is significant nonlinear distortion in the system.

[0056] The insulation resistance gradient > 5 Ω / ms can represent that the insulation performance of the insulation layer is deteriorating at a relatively fast rate, which can indicate insulation aging or local breakdown of the motor winding or circuit.

[0057] The temperature sensor cross - verification difference > 10 °C lasting for 10 ms can represent that the reading difference between the temperature sensors in the main EMB motor and the backup EMB motor exceeds 10 °C and lasts for at least 10 ms, which can indicate possible local overheating and other situations.

[0058] If the sensor parameters of the brake subsystem satisfy any two of the above three conditions, the brake subsystem reconstruction module 1021 is specifically configured to switch the main - backup dual - mode EMB motor in the brake subsystem from the main EMB motor to the backup EMB motor within the first time threshold.

[0059] Here, the first time threshold can be 5 ms.

[0060] In a possible implementation, multiple preset electro-mechanical layer trigger conditions may include at least one of the following: brake line pressure < 12 MPa for 50 ms, preload force loss of ball screw > 20%, servo motor torque error > 15%, or servo motor encoder pulse loss > 3 cycles.

[0061] Among them, in the brake subsystem, the brake line pressure can directly reflect the magnitude of the braking ability. Under normal operating conditions, the range of the brake line pressure is generally between 12 - 16 MPa (megapascals); when the brake management pressure is less than 12 MPa and remains for at least 50 ms, it can indicate problems such as insufficient hydraulic pressure in the electro-mechanical layer.

[0062] The ball screw is a key component that converts the rotation of the motor into linear propulsion. When the preload force loss of the ball screw is greater than 20%, it can indicate a decrease in the transmission efficiency of the electro-mechanical layer. A servo motor torque error > 15% can indicate that the deviation between the actual output torque and the target torque of the servo motor is greater than 15%, which can illustrate abnormal driving force control in the electro-mechanical layer.

[0063] The servo motor encoder is a sensor used to feedback the position of the motor. When the pulse loss > 3 cycles, it can indicate that the encoder has continuously lost pulse signals for more than 3 cycles.

[0064] Specifically, the brake subsystem reconstruction module 1021 is specifically configured to start the electro-mechanical backup unit when any one of the conditions of brake line pressure < 12 MPa for 50 ms, preload force loss of ball screw > 20%, servo motor torque error > 15%, or servo motor encoder pulse loss > 3 cycles is met, and build pressure to the first pressure value within the second time threshold.

[0065] Here, the second time threshold can be 150 ms. Building pressure to the first pressure value within the second time threshold can mean building pressure to 45 MPa at a rate of 20 MPa per second within 150 ms.

[0066] Furthermore, through the electro-mechanical backup unit, the brake subsystem is pressurized at a pressure growth rate of 20 megapascals per second, and the system pressure is raised to a level that can provide full braking ability to ensure vehicle safety and avoid accidents caused by response delays. Among them, 150 ms is the maximum time window required to complete backup takeover after a fault. If it exceeds 150 ms, vehicle safety can be seriously threatened. 45 MPa is the final effective pressure required for braking.

[0067] In a possible implementation, multiple preset mechanical layer trigger conditions include at least one of the following: main / backup power supply voltage < 8.5 V for 500 ms, insulation resistance < 0.1 MΩ, pressure < 45 MPa for 200 ms, main / backup bus packet loss simultaneously > 3 heartbeat packets.

[0068] Among them, the main / backup power supply voltage < 8.5V lasting for 500ms indicates that both the main power supply and the backup power supply of the system are lower than 8.5V and last for 500ms. Among them, the main power supply is the main battery, and the backup power supply is the super capacitor.

[0069] An insulation resistance < 0.1MΩ indicates that both the main EMB motor and the backup EMB motor are short-circuited. A pressure < 45MPa lasting for 200ms can indicate that the electromechanical backup unit fails to build pressure. The main / backup bus losing packets simultaneously > 3 heartbeat packets can indicate that both the main communication link and the backup communication link lose more than 3 consecutive heartbeat packets simultaneously.

[0070] Specifically, the brake subsystem reconstruction module 1021 is specifically used to activate the shape memory alloy (SMA) mechanical locking device of the brake subsystem when any one of the following conditions is met: the main / backup power supply voltage < 8.5V lasting for 500ms, the insulation resistance < 0.1MΩ, the pressure < 45MPa lasting for 200ms, and the main / backup bus losing packets simultaneously > 3 heartbeat packets. Embed the locking pin conical surface of the SMA mechanical locking device into the ball screw groove, so that the SMA mechanical locking device outputs a preset axial force.

[0071] Among them, activating the SMA mechanical locking device of the brake subsystem may refer to the system sending an activation command, supplying power to the SMA mechanical locking device by the super capacitor, driving the current to flow through the SMA element, causing the SMA element to undergo a thermal phase change and generate a rapid contraction force.

[0072] After activating the SMA mechanical locking device, the end of the lever is pushed forward by the three-stage lever amplification mechanism by ≥ 4.8mm. The locking pin is embedded in the ball screw groove and closely fits with the inner wall of the screw to achieve complete mechanical locking; after locking, the ball screw cannot continue to rotate, and the brake is forced to stay in the current position. Here, the front end of the locking pin is designed with a conical surface (1:10 taper, that is, for every 10mm change in the horizontal direction, there is a corresponding 1mm change in the vertical direction), which is conducive to automatic alignment and introduction.

[0073] Furthermore, when the locking pin is completely embedded in the ball screw groove, the axial force applied to the ball screw (i.e., the preset axial force) can be not less than 2kN (kiloNewton).

[0074] The brake subsystem reconstruction module 1021 is also used to compensate the brake clamping force using a preset clamping force compensation formula if the temperature of the brake disc deviates from the preset temperature, and to start an IIR band-stop filter to filter out the vibration noise in the preset frequency band if the mechanical vibration energy density of the vibration signal of the brake subsystem in the preset frequency band is greater than the preset energy density.

[0075] In this embodiment, the brake subsystem reconstruction module 1021 is specifically configured to dynamically compensate the brake clamping force according to the following preset clamping force compensation formula:

[0076] F 校正 = F 原始 × [1 + 0.0015 × (T - 25)]

[0077] where 0.0015 / °C can be the calibration value of the temperature drift coefficient of the piezoelectric ceramic. Whenever the temperature deviates from 25°C, the above formula is used to dynamically compensate the brake clamping force, and the clamping force is corrected in real time to ensure braking consistency at different temperatures.

[0078] Furthermore, the brake subsystem reconstruction module 1021 is also specifically configured to collect the vibration signal of the brake subsystem in the range of 0 - 5 kHz through an accelerometer. When the energy in the frequency band of 1.2 kHz ± 5% > 0.5 g 2 / Hz, an infinite impulse response (IIR) band-stop filter is started. The Q value of the IIR band-stop filter can be 30, and the attenuation can be greater than 40 decibels (dB).

[0079] Here, when the energy in the frequency band of 1.2 kHz ± 5% > 0.5 g 2 / Hz, it indicates significant interference. By starting the IIR band-stop filter, key resonant interference is suppressed in real time to avoid misfluctuations of the clamping force signal.

[0080] The steering subsystem reconstruction module 1022 is configured to perform the following steps according to the sensor parameters of the steering subsystem in the global composite fault criterion library: monitor the sensor parameters of the steering subsystem in real time. If a fault exists in the sensor parameters, judge the fault type and severity corresponding to the fault through a fault diagnosis algorithm, send an alarm signal of the fault to the vehicle control system, so that the vehicle control system reconstructs the steering control strategy according to the alarm signal, and record the fault information of the fault.

[0081] Through the fault reconstruction system and vehicle redundancy architecture of the by-wire braking and by-wire steering in the above embodiments of the present disclosure, by quickly switching the primary and backup EMB motors under electrical layer fault conditions, it is ensured that the emergency switch is completed within 5 ms, significantly shortening the response time, and the risk of braking failure caused by the main motor failure can be avoided. Under the fault conditions of the electro-mechanical layer, the electro-mechanical backup unit is started in time to increase the pressure to 45 MPa within 150 ms, meeting the full braking capacity requirements, and the stability and safety of the system in medium fault scenarios can be significantly enhanced. When a serious fault occurs in the mechanical layer, the SMA mechanical locking device is activated, and through a locking pin stroke of ≥4.8 mm and an axial force output of 2 kN, the ball screw is completely locked, ensuring that the vehicle still has the braking holding ability even in extreme failure cases. Through the piezoelectric ceramic temperature drift dynamic compensation formula, the braking clamping force can be corrected in real time to ensure that the brake has consistent braking performance at different ambient temperatures. The mechanical vibration interference in the frequency band of 1.2 kHz ± 5% is suppressed in real time through the IIR band-stop filter, significantly improving the stability of the clamping force signal and reducing the risk of false triggering. The steering subsystem module can realize real-time intelligent diagnosis, accurately identify various sensor anomalies of the steering system, dynamically determine the fault level, and give real-time alarm prompts to ensure the safe degradation of the steering function under fault conditions.

[0082] In a possible implementation manner of the above embodiment, the fault reconstruction module 102 is further configured to, when the braking pressure is less than a preset pressure threshold and the steering deviation is greater than a preset angle, start the vehicle downgraded control mode to limit the vehicle speed so that the vehicle speed does not exceed the preset speed.

[0083] In this embodiment, the fault reconstruction module 102 is further configured to, when the braking pressure < 12 MPa and the steering angle deviation > 8°, start the vehicle downgraded control mode to make the vehicle speed ≤ 40 km / h.

[0084] Here, the braking pressure < 12 MPa and the steering angle deviation > 8° can indicate that the vehicle has a global cascading fault, that is, both the braking subsystem and the steering subsystem of the vehicle have faults at the same time.

[0085] Furthermore, the fault reconstruction module 102 is further configured to, when the braking pressure of the vehicle ≥ 12 MPa or the steering angle deviation ≤ 8°, exit the vehicle downgraded control mode and resume normal operation.

[0086] Through the fault reconstruction system and vehicle redundancy architecture of the by-wire braking and by-wire steering in the above embodiments of the present disclosure, when a global cascading fault of insufficient braking and abnormal steering is detected, by limiting the vehicle speed in the first time, the risk under high-speed operation can be effectively reduced, and the driving safety of the vehicle can be improved.

[0087] In a possible implementation of the above embodiment, the braking subsystem reconstruction module 1022 is specifically configured to perform at least one of the following:

[0088] If the power device of the main MCU is broken down, switch to the standby device;

[0089] If the communication link of the main MCU fails, switch to the communication link of the standby MCU;

[0090] If overvoltage or undervoltage of the power supply voltage of the main MCU is determined according to the Hall voltage sensor, cut off the power supply of the main MCU or start the standby power supply;

[0091] If the angle control response delay of a single driving unit increases or jitters, reduce the load of the driving unit or perform coordinated steering control through multiple driving units, and perform steering compensation by other form units;

[0092] If the driving units on both the left and right sides of the front axle of the vehicle lose the steering ability simultaneously or the driving units on both the left and right sides of the rear axle of the vehicle lose the steering ability simultaneously, switch the coordinated steering control mode to enable the vehicle to recover the basic steering function;

[0093] If each driving unit of the vehicle loses the steering ability, start the backup differential steering mode and realize vehicle steering by adjusting the rotational speed difference of different wheels.

[0094] In this embodiment, the braking subsystem reconstruction module 1022 is specifically configured to:

[0095] If the power device of the main MCU is broken down, switch to the standby device to ensure the normal operation of the system;

[0096] If the communication bus has serious packet loss or communication loss, adopt the communication link of the standby MCU to ensure the reliability of communication;

[0097] If overvoltage or undervoltage of the controller is determined through the Hall voltage sensor, take protection measures such as cutting off the power supply and starting the standby power supply;

[0098] If the controller is overheated as determined by the temperature sensor, when the temperature is too high, start the heat dissipation measures, reduce the system load or switch to the backup controller to prevent the controller from being damaged due to overheating;

[0099] If it is determined through the displacement sensor and the steering gear end angle sensor that the transmission clearance increases or the transmission is jammed, reduce the load of the driving unit or perform compensation by other driving units through the coordinated steering control of multiple driving units;

[0100] The Hall current sensor monitors the current parameters of the motor in real time. If it is determined according to the current parameters that the stator winding of the motor is short-circuited, phase-deficient, or open-circuited, reduce the load in time or switch to the single-winding working mode;

[0101] The temperature of the motor is monitored in real time through a motor temperature sensor to prevent the rotor from demagnetizing due to high temperature. If there is a rotor demagnetization fault or a uniform demagnetization fault, the magnetic field intensity change is detected according to the voltage signal through a Hall sensor, and the fault is diagnosed in time and the load is reduced or compensation is carried out.

[0102] A motor temperature sensor is equipped to monitor the temperature of the motor in real time. If the motor overheats, heat dissipation measures are taken or the motor load is reduced to prevent the motor from being damaged due to overheating.

[0103] If the angle control response delay of a single driving unit increases or jitters, the load of the driving unit is reduced or the coordinated steering control of multiple driving units is carried out, and steering compensation is performed by other form units.

[0104] If the driving units on both the left and right sides of the front axle of the vehicle lose the steering ability at the same time or the driving units on both the left and right sides of the rear axle of the vehicle lose the steering ability at the same time, the coordinated steering control mode is switched to enable the vehicle to restore the basic steering function.

[0105] If each driving unit of the vehicle loses the steering ability, the backup differential steering mode is started, and the vehicle is steered by adjusting the rotational speed difference of different wheels.

[0106] Through the fault reconstruction system of the by-wire braking and by-wire steering and the vehicle redundancy architecture of the above embodiments of the present disclosure, through a system with a multi-layer redundancy architecture and combined with real-time sensor monitoring, the control path can be quickly switched when a fault occurs, ensuring the continuous and reliable operation of braking and steering. For single-wheel or multi-wheel steering anomalies, the system automatically reduces the load or maintains the steering function through the coordinated compensation of other driving units; in extreme cases, basic emergency steering can be achieved through the backup differential steering mode. Through an integrated self-diagnosis, active protection, and multi-mode compensation mechanism, high-reliability dynamic fault tolerance is achieved, comprehensively enhancing the safety redundancy ability of the whole vehicle in complex environments and extreme working conditions, and further improving the safety level of the vehicle.

[0107] In a possible implementation manner of the above embodiment, the resource scheduling module 103 is specifically configured to cut off the non-critical load function of the vehicle when the voltage of the shared emergency power supply is less than the first voltage threshold; when the voltage of the shared emergency power supply is less than the second voltage threshold and lasts for a preset duration, allocate the energy of the first proportion of the shared emergency power supply to the braking subsystem and allocate the energy of the second proportion of the shared emergency power supply to the steering subsystem; wherein, the second voltage threshold is less than the first voltage threshold, and the first proportion is greater than the second proportion.

[0108] In this embodiment, the first voltage threshold may be 9.5V, the second voltage threshold may be 8.5V, and the preset duration may be 500ms.

[0109] The resource scheduling module 103 is specifically configured to cut off the non-critical load functions of the vehicle when the voltage of the shared emergency power supply is less than 9.5V, so as to preferentially ensure the core driving functions of the vehicle.

[0110] Exemplarily, the non-critical load functions may include but are not limited to: seat heating, entertainment system.

[0111] The resource scheduling module 103 is specifically configured to, when the voltage of the shared emergency power supply is less than 8.5V and lasts for 500ms, preferentially allocate 90% of the energy in the supercapacitor to the braking subsystem and 10% of the energy to the steering subsystem, so as to ensure the reliable execution of emergency braking under extremely low voltage conditions.

[0112] Through the fault reconstruction system of the by-wire braking and by-wire steering and the vehicle redundancy architecture in the above embodiments of the present disclosure, by real-time monitoring and judgment of the dynamic voltage of the supercapacitor, it is possible to automatically cut off the non-critical load when the voltage drops to the preset threshold, preferentially ensure the core driving functions of the vehicle, and improve the accuracy and reliability of power utilization. By allocating 90% of the energy to the braking subsystem under extremely low voltage conditions, the braking and steering guarantees under extreme working conditions can be strengthened. Through hierarchical management, the redundancy protection ability of the system in various power emergency scenarios can be enhanced, the safety bottom line of the whole vehicle in case of extreme electrical failures can be realized, and the safety and reliability of the whole vehicle are improved.

[0113] In a specific embodiment, further referring to Figure 3 , Figure 3 shows a schematic execution flow diagram of a fault reconstruction system 100 for by-wire braking and by-wire steering according to an embodiment of the present disclosure. As Figure 3 shown, the process includes the following steps:

[0114] Step S301, the system starts.

[0115] Here, the system is powered on and started, the integrated control architecture of braking and steering is activated, and the software and hardware modules are loaded.

[0116] Step S302, the system self-checks.

[0117] Here, the self-check program is executed to detect the states of key hardware and software.

[0118] Step S303, vehicle operating state monitoring.

[0119] Here, the key data of vehicle operation are collected and analyzed in real time through a variety of integrated sensors.

[0120] Step S304, whether a fault is detected; if so, go to step S305, if not, go to step S310.

[0121] Here, the collected key data is compared with a preset threshold value and / or a diagnostic model to determine whether there is an abnormality.

[0122] Step S305, start fault analysis.

[0123] Here, the detected faults are classified and analyzed to determine the fault type and the fault severity level.

[0124] Step S306, execute the fault recovery program.

[0125] Here, without starting the redundant system, the system attempts to restore the faulty program to normal.

[0126] Step S307, activate the redundant system.

[0127] Here, if the recovery fails, activate the redundancy mechanism (such as switching to a standby motor, enabling a standby MCU, switching the differential steering mode, etc.) to ensure the continuous operation of the core functions of the system.

[0128] Step S308, brake control reconstruction.

[0129] Here, through multi-level fault reconstruction, the braking ability is restored.

[0130] Step S309, system status reset.

[0131] Here, update the internal status flag of the system, record and feedback the new status after the activation of the redundant system to the vehicle control system, and ensure that the subsequent monitoring logic switches to the new redundant path.

[0132] Step S310, maintain normal operation.

[0133] Here, when no faults are detected, the system stably executes the conventional braking and steering control tasks according to the established process to maintain the normal driving of the vehicle.

[0134] In a specific embodiment, further refer to Figure 4 , Figure 4 is a schematic diagram of the composition of a vehicle redundancy architecture provided by an embodiment of the present disclosure. The vehicle redundancy architecture 400 is used to detect through the fault reconstruction system 100 of the brake-by-wire and steer-by-wire shown in the above Figure 1 . The vehicle redundancy architecture 400 includes: a brake subsystem 401, a steering subsystem 402, and a shared emergency power supply 403, where:

[0135] The braking subsystem 401 consists of an electrical layer, an electromechanical layer, and a mechanical layer. The electrical layer includes a main-backup dual-mode EMB motor 4011. The electromechanical layer includes an electromechanical backup unit 4012 composed of a ball screw planetary reducer and a piezoelectric sensor. The mechanical layer includes an SMA mechanical locking device 4013. Among them, the main-backup dual-mode EMB motor 4011 includes a main EMB motor and a backup EMB motor.

[0136] The steering subsystem 402 consists of multiple wheel driving unit control modules. The steering subsystem includes a dual-winding DC brushless motor 4021. Among them, the dual-winding DC brushless motor 4021 adopts physically isolated windings, and the two windings are respectively controlled by a main MCU and a slave MCU. The communication link of the main MCU adopts the CAN FD protocol, and the communication link of the slave MCU adopts the FlexRay protocol.

[0137] The shared emergency power supply supplies power to the braking subsystem and / or the steering subsystem when the braking subsystem and / or the steering subsystem meet the preset emergency conditions.

[0138] In this embodiment, the main MCU in the steering subsystem 402 can be used to drive and control the first set of windings, and the slave MCU can be used to drive and control the second set of windings. When the main MCU or the first set of windings fails, the slave MCU can take over the control task of the dual-winding DC brushless motor 4021.

[0139] Furthermore, compared with the classic CAN bus, the CAN FD protocol adopted by the main MCU can support higher data rates and larger data loads, and is suitable for vehicle control systems. The FlexRay protocol adopted by the slave MCU can provide higher fault tolerance and redundancy mechanisms.

[0140] Here, the design of dual windings plus dual communication links can achieve dual redundancy. Even if a single winding, a single MCU, or a single link fails, the most basic steering ability can be maintained.

[0141] Furthermore, the preset emergency conditions can include, but are not limited to: determining that there is a fault in the mechanical layer of the braking subsystem, the supply voltage of the main MCU in the steering subsystem has overvoltage or undervoltage, or the voltage of the shared emergency power supply is less than 8.5V and lasts for 500 ms. At this time, the shared emergency power supply supplies power to the mechanical layer of the braking subsystem and / or the steering subsystem.

[0142] Through the fault reconstruction system of the electro-hydraulic braking and steer-by-wire and the vehicle redundancy architecture of the above embodiments of the present disclosure, the braking subsystem can achieve three-level redundancy of electric-mechanical-mechanical through the electrical layer (main-backup dual-mode EMB motor), the electromechanical layer (ball screw planetary reducer + piezoelectric sensor backup unit), and the mechanical layer (SMA mechanical locking device), while the steering subsystem can also achieve multiple redundancies of motor-controller-communication link through the dual-winding DC brushless motor + master / slave MCU control + CAN FD / FlexRay dual links, thereby significantly improving the reliability and safety of the braking and steering systems; the CAN FD protocol and the FlexRay protocol adopted by the steering subsystem can be parallel and complementary, thereby improving the data transmission stability and anti-interference ability during the emergency operation of the whole vehicle.

[0143] In a possible implementation manner of the above embodiment, the main EMB motor and the backup EMB motor in the electrical layer of the braking subsystem 401 have independent windings. The main EMB motor winding and the backup EMB motor winding are respectively connected to independent H-bridge drive circuits, and there is physical isolation between the main EMB motor winding and the backup EMB motor winding; independent temperature sensors are respectively arranged in the main EMB motor winding and the backup EMB motor winding, and the temperature sensors are used to cross-verify the winding temperatures of the main EMB motor winding and the backup EMB motor winding.

[0144] The electromechanical backup unit 4012 in the electromechanical layer of the braking subsystem 401 is driven by a servo motor and decoupled from the main EMB motor through an electromagnetic clutch.

[0145] The SMA mechanical locking device 4013 in the mechanical layer of the braking subsystem 401 is a three-level lever mechanism composed of nickel-titanium alloy wires, and the SMA mechanical locking device 4013 adopts a self-locking structure with a taper of 1:10.

[0146] In this embodiment, the physical isolation between the main EMB motor winding and the backup EMB motor winding may mean that the distance between the main EMB motor winding and the backup EMB motor winding is ≥ 3 mm, that is, there is no direct electrical connection between the main EMB motor winding and the backup EMB motor winding, and electrical interference or fault contagion can be isolated.

[0147] Furthermore, the main EMB motor winding and the backup EMB motor winding respectively correspond to a set of H-bridge drives to ensure that even if the main H-bridge is damaged, the backup H-bridge can independently drive the motor winding.

[0148] Furthermore, the main EMB motor winding and the backup EMB motor winding respectively correspond to a temperature sensor, and the temperature sensor can, through a cross-verification mechanism, detect the winding temperature of the motor where it is located and also detect the winding temperature of the other motor.

[0149] Through the fault reconstruction system and vehicle redundancy architecture of the electronic brake and steer-by-wire in the above embodiments of the present disclosure, through the three-level redundancy mechanism of electrical-electromechanical-mechanical, the reliability and safety of the system in various fault scenarios are greatly improved, ensuring that the braking function is not interrupted. Through multiple isolation and cross-detection designs, the fault self-checking and isolation capabilities of the system are enhanced, reducing the impact of single-point failures on vehicle driving safety.

[0150] In a possible implementation manner of the above embodiment, the main EMB motor adopts a permanent magnet synchronous motor, and the standby EMB motor adopts a servo stepper motor;

[0151] The main EMB motor is controlled by the main MCU. The main MCU adopts PWM modulation, and the communication link of the main MCU adopts the CAN FD protocol; the standby EMB motor is controlled by the slave MCU. The slave MCU adopts the pulse direction mode, and the communication link of the slave MCU adopts the FlexRay protocol.

[0152] In this embodiment, the permanent magnet synchronous motor adopted by the main EMB motor has the characteristics of high efficiency and high torque density, and is suitable for high-dynamic braking control; the servo stepper motor adopted by the standby EMB motor has the characteristics of simple structure and easy control, and is suitable for emergency driving when the main EMB motor fails.

[0153] Furthermore, the main MCU adopting PWM modulation can have the advantages of high efficiency and high control accuracy; the slave MCU adopting the pulse direction mode can achieve simple structure positioning and speed control, and the control logic is clear.

[0154] Even further, the combined structure of the permanent magnet synchronous motor + PWM modulation + CAN FD protocol is suitable for performing high-precision and real-time main braking control tasks; while the servo stepper motor + pulse direction mode + FlexRay protocol is suitable for seamlessly taking over when the main system fails and performing emergency or simplified braking tasks.

[0155] In a possible implementation manner, a π-type filter can be deployed between the main power supply and the super capacitor.

[0156] Here, the π-type filter is a classic filter network composed of capacitor-inductor-capacitor, which can be used to suppress common-mode interference > 60dB, prevent high-frequency noise from the main power supply from polluting the charging and discharging process of the super capacitor, improve its charging stability and discharging accuracy, and thus improve the anti-interference ability of the vehicle.

[0157] Through the fault reconstruction system of the electronic brake and steer-by-wire and the vehicle redundancy architecture of the above embodiments of the present disclosure, by providing the main brake driving ability with high efficiency and high torque density, the high-dynamic-performance braking requirements can be met, ensuring excellent braking performance of the vehicle under normal working conditions; by using dual communication links and differential control strategies, the system can be ensured to have the ability to continuously operate under different failure scenarios, improving the real-time performance, reliability and anti-interference ability of the overall system.

[0158] It should be noted that when the fault reconstruction system of the electronic brake and steer-by-wire provided in the above embodiments executes corresponding steps in the vehicle redundancy architecture, only the above division of each program module is used for illustration. In practical applications, the above processing can be allocated to different program modules according to needs, that is, the internal structure of the above system is divided into different program modules to complete all or part of the above-described processing.

[0159] The embodiments of the present disclosure also provide a computer device having the fault reconstruction system of the electronic brake and steer-by-wire shown in any one of the above Figure 1-2 above.

[0160] Please refer to Figure 5 , Figure 5 which is a schematic structural diagram of a fault reconstruction system of the electronic brake and steer-by-wire provided by the embodiments of the present disclosure. As shown in Figure 5 the figure, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including a high-speed interface and a low-speed interface. Each component communicates with each other using different buses and can be installed on a common main board or installed in other ways according to needs. The processor can process instructions executed within the computer device, including instructions stored in the memory or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some alternative embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (such as an array of servers, a set of blade servers, or a multi-processor system). Figure 5 In

[0161] Processor 10 can be a central processing unit, a network processor, or a combination thereof. Among them, processor 10 can further include a hardware chip. The above hardware chip can be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The above programmable logic device can be a complex programmable logic device, a field programmable gate array, a general array logic, or any combination thereof.

[0162] Among them, the memory 20 stores instructions that can be executed by at least one processor 10, so that the at least one processor 10 executes the method shown in the above embodiments.

[0163] The memory 20 may include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created according to the use of the computer device, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some alternative embodiments, the memory 20 may optionally include a memory remotely provided with respect to the processor 10, and these remote memories can be connected to the computer device through a network. Examples of the above network include but are not limited to the Internet, an enterprise intranet, a local area network, a mobile communication network, and combinations thereof.

[0164] The memory 20 may include a volatile memory, for example, a random access memory; the memory may also include a non-volatile memory, for example, a flash memory, a hard disk, or a solid-state drive; the memory 20 may further include a combination of the above types of memories.

[0165] The computer device further includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30, and the output device 40 may be connected through a bus or other means, Figure 5 Taking the connection through the bus as an example.

[0166] The input device 30 can receive input digital or character information, and generate key signal inputs related to the user settings and function controls of the computer device, such as a touch screen, a keypad, a mouse, a trackpad, a touchpad, a pointing stick, one or more mouse buttons, a trackball, a joystick, etc. The output device 40 may include a display device, an auxiliary lighting device (for example, an LED), and a tactile feedback device (for example, a vibration motor), etc. The above display device includes but is not limited to a liquid crystal display, a light-emitting diode, a display, and a plasma display. In some alternative embodiments, the display device may be a touch screen.

[0167] The computer device further includes a communication interface for the computer device to communicate with other devices or communication networks.

[0168] Although the embodiments of the present disclosure are described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present disclosure, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A fault reconstruction system for wire control braking and steer-by-wire, characterized in that, The system includes: a fusion diagnosis module, a fault reconstruction module, and a resource scheduling module, where: The fusion diagnosis module is configured to, through a variety of sensors integrated in the braking subsystem and the steering subsystem, obtain in real time the sensor parameters in the braking subsystem and the steering subsystem, and construct a global composite fault criterion database; The fault reconstruction module is configured to, according to the fault types and fault severity levels in the braking subsystem and / or the steering subsystem in the global composite fault criterion database, perform at least one of the following steps: based on a three-level response mechanism, perform multi-level fault reconstruction on the braking subsystem; perform dynamic switching of redundant control links on the steering subsystem; where the multi-level fault reconstruction includes electrical layer fault reconstruction, mechatronic layer fault reconstruction, and mechanical layer fault reconstruction; The resource scheduling module is configured to determine the energy distribution ratio of the braking lock of the braking subsystem and the steering differential of the steering subsystem according to the voltage of the shared emergency power supply.

2. The system according to claim 1, wherein The fusion diagnosis module is specifically configured to: Through a variety of sensors integrated in the braking subsystem and the steering subsystem, obtain in real time the winding temperature, current harmonic characteristics, and insulation resistance gradient of the main-backup dual-mode EMB motor in the braking subsystem, as well as the Hall signal pulse width, rotor angle deviation, and controller supply voltage parameters in the steering subsystem, so as to construct a global composite fault criterion database.

3. The system according to claim 2, wherein The fault reconstruction module includes: a braking subsystem reconstruction module and a steering subsystem reconstruction module, where: The braking subsystem reconstruction module is configured to, according to the sensor parameters of the braking subsystem in the global composite fault criterion database, perform the following steps: if the sensor parameters of the braking subsystem satisfy any two of the first condition triggered by the current harmonic characteristics, the second condition triggered by the insulation resistance gradient, or the third condition triggered by the winding temperature, determine that there is a fault in the electrical layer of the braking subsystem, and switch the main-backup dual-mode EMB motor in the braking subsystem from the main EMB motor to the backup EMB motor within the first time threshold; if the sensor parameters of the braking subsystem satisfy any one of a plurality of preset mechatronic layer trigger conditions, determine that there is a fault in the mechatronic layer of the braking subsystem, start the mechatronic backup unit, and build pressure to the first pressure value within the second time threshold; if the sensor parameters of the braking subsystem satisfy any one of a plurality of preset mechanical layer trigger conditions, determine that there is a fault in the mechanical layer of the braking subsystem, activate the SMA mechanical locking device of the braking subsystem, and embed the locking pin conical surface of the SMA mechanical locking device into the ball screw groove to make the SMA mechanical locking device output a preset axial force; The braking subsystem reconstruction module is further configured to, if the temperature of the brake disc deviates from the preset temperature, compensate the braking clamping force using a preset clamping force compensation formula, and, if the mechanical vibration energy density of the vibration signal of the braking subsystem in the preset frequency band is greater than the preset energy density, start an IIR band-stop filter to filter out the vibration noise in the preset frequency band; The steering subsystem reconstruction module is used to perform the following steps according to the sensor parameters of the steering subsystem in the global composite fault criterion database: monitor the sensor parameters of the steering subsystem in real time. If there is a fault in the sensor parameters, judge the fault type and severity corresponding to the fault through a fault diagnosis algorithm, send an alarm signal of the fault to the vehicle control system, so that the vehicle control system reconstructs the steering control strategy according to the alarm signal, and record the fault information of the fault.

4. The system according to claim 3, wherein The fault reconstruction module is further used to start the vehicle downgrade control mode and limit the vehicle speed to be no greater than the preset speed if the braking pressure is less than the preset pressure threshold and the steering deviation is greater than the preset angle.

5. The system according to claim 3, characterized in that, The braking subsystem reconstruction module is specifically used to perform at least one of the following: If the power device of the main MCU is broken down, switch to the standby device; If there is a communication link fault of the main MCU, switch to the communication link of the standby MCU; If it is determined according to the Hall voltage sensor that the power supply voltage of the main MCU has overvoltage or undervoltage, cut off the power supply of the main MCU or start the standby power supply; If there is an increase in the angle control response delay or jitter of a single driving unit, reduce the load of the driving unit or perform cooperative steering control through multiple driving units, and perform steering compensation by other form units; If the driving units on both the left and right sides of the front axle of the vehicle lose the steering ability at the same time or the driving units on both the left and right sides of the rear axle of the vehicle lose the steering ability at the same time, switch to the cooperative steering control mode to enable the vehicle to restore the basic steering function; If each driving unit of the vehicle loses the steering ability, start the backup differential steering mode to realize vehicle steering by adjusting the rotational speed difference of different wheels.

6. The system according to claim 1, characterized in that, The resource scheduling module is specifically used to cut off the non-critical load function of the vehicle if the voltage of the shared emergency power supply is less than the first voltage threshold; if the voltage of the shared emergency power supply is less than the second voltage threshold and lasts for a preset duration, allocate the energy of the first proportion of the shared emergency power supply to the braking subsystem and allocate the energy of the second proportion of the shared emergency power supply to the steering subsystem; wherein, the second voltage threshold is less than the first voltage threshold, and the first proportion is greater than the second proportion.

7. A vehicle redundancy architecture for being detected by a fault reconstruction system of brake-by-wire and steer-by-wire as described in any one of claims 1 to 6, characterized in that, The vehicle redundancy architecture includes: a braking subsystem, a steering subsystem and a shared emergency power supply, wherein: The braking subsystem is composed of an electrical layer, a mechatronic layer and a mechanical layer. The electrical layer includes a main-backup dual-mode EMB motor. The mechatronic layer includes a mechatronic backup unit composed of a ball screw planetary reducer and a piezoelectric sensor. The mechanical layer includes an SMA mechanical locking device; wherein, the main-backup dual-mode EMB motor includes a main EMB motor and a standby EMB motor; The steering subsystem is composed of multiple wheel driving unit control modules. The steering subsystem includes a dual-winding DC brushless motor; wherein, the dual-winding DC brushless motor adopts physically isolated windings, and the two windings are respectively controlled by the main MCU and the slave MCU, and the communication link of the main MCU adopts the CAN FD protocol, and the communication link of the slave MCU adopts the FlexRay protocol; When the shared emergency power supply meets the preset emergency conditions in the braking subsystem and / or the steering subsystem, it supplies power to the braking subsystem and / or the steering subsystem.

8. The vehicle redundancy architecture according to claim 7, characterized in that, The main EMB motor and the standby EMB motor in the electrical layer of the braking subsystem have independent windings. The main EMB motor winding and the standby EMB motor winding are respectively connected to independent H-bridge drive circuits, and there is physical isolation between the main EMB motor winding and the standby EMB motor winding; Independent temperature sensors are respectively arranged in the main EMB motor winding and the standby EMB motor winding, and the temperature sensors are used to cross-verify the winding temperatures of the main EMB motor winding and the standby EMB motor winding; The electromechanical backup unit in the electromechanical layer of the braking subsystem is driven by a servo motor and is decoupled from the main EMB motor through an electromagnetic clutch; The SMA mechanical locking device in the mechanical layer of the braking subsystem is a three-stage lever mechanism composed of nickel-titanium alloy wires, and the SMA mechanical locking device adopts a self-locking structure with a taper of 1:

10.

9. The vehicle redundancy architecture according to claim 8, characterized in that, The main EMB motor adopts a permanent magnet synchronous motor, and the standby EMB motor adopts a servo stepping motor; The main EMB motor is controlled by the main MCU, the main MCU adopts PWM modulation, and the communication link of the main MCU adopts the CAN FD protocol; the standby EMB motor is controlled by the slave MCU, the slave MCU adopts the pulse direction mode, and the communication link of the slave MCU adopts the FlexRay protocol.

10. A computer device, characterized in that, Including: A memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to execute the fault reconstruction system for wire-controlled braking and wire-controlled steering according to any one of claims 1-6.

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