Brake control method, device and vehicle body controller

Abstract

The embodiment of the present application provides a kind of brake control method, device and vehicle body controller.Therein, at least one function safety representation signal of vehicle is determined, and first brake torque limit value, the first brake torque limit value is obtained according to at least one function signal calculation;The function safety representation signal is the signal with function safety level related to vehicle braking;According to the at least one function safety representation signal, it is judged whether the first brake torque limit value is correct;If yes, the first brake torque limit value is determined as the brake torque limit value of the vehicle;If no, second brake torque limit value is calculated according to the at least one function safety representation signal, and the second brake torque limit value is determined as the brake torque limit value of the vehicle.The technical scheme provided by the embodiment of the present application improves driving safety.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a braking control method, device and body controller. Background Technology

[0002] Due to their energy-saving and low-pollution characteristics, new energy vehicles have experienced rapid development. Unlike traditional gasoline-powered vehicles, new energy vehicles have a drive motor that converts electrical energy into mechanical energy to propel the vehicle, and a Cooperative Regenrative Braking System (CRBS) that generates braking torque to bring the vehicle to a stop. In vehicle safety control, braking torque is typically limited within a certain range. Traditional solutions calculate and monitor braking torque based on this limit, thus controlling the vehicle to a safe state when the braking torque exceeds this limit.

[0003] Therefore, ensuring the correctness of the above-mentioned braking torque limit settings plays a very important role in the safety control of the entire vehicle. Summary of the Invention

[0004] This application provides a braking control method, device, and vehicle body controller to improve driving safety.

[0005] In a first aspect, embodiments of this application provide a braking control method, including:

[0006] Determine at least one functional safety characterization signal for the vehicle and a first braking torque limit, wherein the first braking torque limit is calculated based on at least one functional signal; the functional safety characterization signal is a signal with a functional safety level related to vehicle braking.

[0007] Based on the at least one functional safety characterization signal, determine whether the first braking torque limit is correct;

[0008] If so, the first braking torque limit is determined to be the braking torque limit of the vehicle;

[0009] If not, calculate a second braking torque limit based on the at least one functional safety characterization signal, and determine the second braking torque limit as the braking torque limit of the vehicle.

[0010] Secondly, this application provides a braking control device, comprising:

[0011] A first determining module is used to determine at least one functional safety characterization signal of the vehicle and a first braking torque limit, wherein the first braking torque limit is calculated based on at least one functional signal; the functional safety characterization signal is a signal with a functional safety level related to vehicle braking.

[0012] The judgment module is used to determine whether the first braking torque limit is correct based on the at least one functional safety characterization signal;

[0013] The second determining module, if the result of the determining module is yes, is used to determine that the first braking torque limit is the braking torque limit of the vehicle;

[0014] The third determining module, if the result of the determining module is negative, is used to calculate the second braking torque limit based on the at least one functional safety characterization signal, and determine the second braking torque limit as the braking torque limit of the vehicle.

[0015] Thirdly, this application provides a vehicle body controller, including a storage component and a processing component;

[0016] The storage component stores one or more computer instructions, which are invoked and executed by the processing component.

[0017] When the processing component invokes the computer instructions, it executes the braking control method described in the first aspect.

[0018] In this embodiment, at least one functional safety characterization signal is used to determine the first braking torque limit, thereby achieving monitoring of the first braking torque limit. Since the functional safety characterization signal can characterize the overall vehicle functional safety, if the calculation of the first braking torque limit is determined to be correct based on the functional safety characterization signal, it can be determined that the first braking torque limit is set reasonably, and the braking torque can be limited using the first braking torque limit to ensure driving safety. If the calculation of the first braking torque limit is determined to be incorrect based on the functional safety characterization signal, it can be determined that the first braking torque limit is set unreasonably and will endanger driving safety. In this case, the second braking torque limit is recalculated based on the at least one functional safety characterization signal, and the braking torque is limited using the second braking torque limit. By monitoring the braking torque limit, the braking torque is limited using a reasonable braking torque limit, avoiding situations such as unexpected deceleration or unexpected reverse movement of the vehicle, thus ensuring driving safety.

[0019] These or other aspects of this application will become more apparent in the following description of the embodiments. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A flowchart of one embodiment of the braking control method provided in this application is shown;

[0022] Figure 2 A flowchart of another embodiment of the braking control method provided in this application is shown;

[0023] Figure 3 This paper shows a schematic diagram of the structure of one embodiment of a braking control system architecture provided in this application;

[0024] Figure 4 A schematic diagram of one embodiment of a braking control device provided in this application is shown;

[0025] Figure 5 A schematic diagram of one embodiment of a vehicle body controller provided in this application is shown. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0027] In some of the processes described in the specification, claims, and accompanying drawings of this application, multiple operations appearing in a specific order are included. However, it should be clearly understood that these operations may not be executed in the order they appear herein, or may be executed in parallel. The operation numbers, such as 101, 102, etc., are merely used to distinguish different operations and do not themselves represent any execution order. Furthermore, these processes may include more or fewer operations, and these operations may be executed sequentially or in parallel. It should be noted that the descriptions such as "first," "second," etc., in this document are used to distinguish different messages, devices, modules, etc., and do not represent a chronological order, nor do they limit "first" and "second" to different types.

[0028] The technical solution provided in this application is applicable to automotive functional safety scenarios, especially to new energy vehicle functional safety scenarios. New energy vehicles refer to automobiles that use unconventional vehicle fuels as a power source (or use conventional vehicle fuels with novel onboard power devices), integrating advanced technologies in vehicle power control and drive, resulting in vehicles with advanced technical principles, new technologies, and new structures. New energy vehicles can include four main types: hybrid electric vehicles (HEVs), battery electric vehicles (BEVs, including solar-powered vehicles), fuel cell electric vehicles (FCEVs), and other new energy vehicles (such as supercapacitors, flywheels, and other high-efficiency energy storage devices). Unlike traditional gasoline vehicles, new energy vehicles have a drive motor that converts electrical energy into mechanical energy to drive the vehicle, and a Cooperative Regenrative Braking System (CRBS) that generates braking torque to stop the vehicle. In vehicle functional safety control, braking torque is usually limited within a certain range. Typically, the braking torque limit can be calculated and monitored to control the vehicle in a safe state when the braking torque exceeds this limit.

[0029] If the aforementioned braking torque limit is set improperly, it may lead to abnormal vehicle movement, thereby endangering driving safety. For example, if the braking torque limit is unexpectedly large and negative, it will cause unexpected deceleration of the vehicle; if the braking torque limit is unexpectedly stuck at a large negative value, it will cause unexpected reverse movement of the vehicle. Therefore, ensuring that the braking torque limit is set reasonably plays a crucial role in the functional safety control of the entire vehicle.

[0030] However, in traditional solutions, the braking torque limit is usually calculated directly from functional signals without monitoring, making it impossible to determine its correctness. Therefore, to ensure a reasonable setting of the braking torque limit, the inventors, after a series of considerations and experiments, proposed the technical solution of this application, which provides a braking control method. This method includes determining at least one functional safety characterization signal of the vehicle and a first braking torque limit, wherein the first braking torque limit is calculated based on at least one functional signal; the functional safety characterization signal is a signal related to vehicle braking and possessing a functional safety level; based on the at least one functional safety characterization signal, determining whether the first braking torque limit is correct; if correct, determining the first braking torque limit as the vehicle's braking torque limit; if not, calculating a second braking torque limit based on the at least one functional safety characterization signal and determining the second braking torque limit as the vehicle's braking torque limit.

[0031] In this application, at least one functional safety characterization signal is used to determine the first braking torque limit, thereby achieving monitoring of the first braking torque limit. Since the functional safety characterization signal can characterize the overall vehicle functional safety, if the calculation of the first braking torque limit is determined to be correct based on the functional safety characterization signal, it can be determined that the first braking torque limit setting is reasonable, and it can be used to limit the braking torque to ensure driving safety. If the calculation of the first braking torque limit is determined to be incorrect based on the functional safety characterization signal, it can be determined that the first braking torque limit setting is unreasonable and will endanger driving safety. In this case, the second braking torque limit is recalculated based on the at least one functional safety characterization signal, and the second braking torque limit is used to limit the braking torque. By monitoring the braking torque limit, it is possible to limit the braking torque using a reasonable braking torque limit, avoiding situations such as unexpected deceleration or unexpected reverse movement of the vehicle, thus ensuring driving safety.

[0032] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0033] like Figure 1 The diagram shown is a flowchart of one embodiment of a braking control method provided in this application. The method may include the following steps:

[0034] 101: Determine at least one functional safety characterization signal and a first braking torque limit.

[0035] The first braking torque limit is calculated based on at least one functional signal.

[0036] In this embodiment, the functional signal can refer to all functional signals related to vehicle braking, including motor speed, motor system efficiency, vehicle speed, braking status, etc. Based on at least one functional signal, a braking torque limit can be calculated to limit the braking torque generated during vehicle braking. Wherein, the braking torque is a negative value, and the braking torque limit is also implemented as a negative value; for example, the braking torque limit can be -10 N·m (Newton-meter), -20 N·m, etc.

[0037] Functional safety characterization signals refer to functional signals related to vehicle braking that possess an Automotive Safety Integration Level (ASIL). ASIL can include four levels: A, B, C, and D. A is the lowest level, and D is the highest. For example, functional safety characterization signals may include vehicle speed and braking status. The ASIL level for both vehicle speed and braking status is C.

[0038] Specifically, the implementation method for calculating the braking torque limit based on at least one functional signal can refer to the implementation method in the traditional scheme, and the above-mentioned at least one functional safety characterization signal can be determined according to the actual application scenario. This application embodiment does not limit this.

[0039] 102: Based on at least one functional safety characterization signal, determine whether the first braking torque limit is correct. If the determination result is yes, proceed to step 103; if the determination result is no, proceed to step 104.

[0040] Since the braking torque limit is calculated based on at least one functional signal, and these signals include those without functional safety ratings, such as motor speed, the calculated braking torque limit may not necessarily be a reasonable limit to ensure driving safety. Therefore, it is necessary to determine the accuracy of the braking torque limit.

[0041] Considering that functional safety characterization signals possess functional safety levels, the correctness of the braking torque limit can be judged based on at least one functional safety characterization signal, thereby determining whether it is reasonable to limit the braking torque using this limit. In an optional embodiment, at least one functional signal includes motor speed, and the braking torque limit calculated based on the motor speed is a negative value, such as -10 N·m. At least one functional safety characterization signal includes braking status. If the vehicle is in a braking state, it indicates that the user has a braking demand, and braking torque can be generated to stop the vehicle. Since the braking torque is a negative value, limiting the braking torque using the aforementioned braking torque limit can generate a reasonable braking torque for the vehicle, such as -5 N·m, therefore the limit is correct. If the vehicle is not in a braking state, it is necessary to prohibit braking torque from stopping the vehicle. In this case, limiting the braking torque using the aforementioned braking torque limit will still cause the vehicle to stop, thus failing to ensure driving safety, therefore the limit is incorrect.

[0042] Specifically, there are multiple ways to determine whether the braking torque limit is correct based on at least one functional safety characterization signal, which will be described in subsequent embodiments and will not be elaborated here.

[0043] 103: The first braking torque limit is determined to be the braking torque limit value of the vehicle.

[0044] If the aforementioned braking torque limit is determined to be correct, it can be used to restrict the braking torque. For example, if the braking torque limit is -8 N·m, the restriction condition for the braking torque can be that a braking torque within the range of -8 N·m to 0 N·m can bring the vehicle to a stop. Therefore, when the braking torque generated by the vehicle is within the range of -8 N·m to 0 N·m, the vehicle can be brought to a stop based on the braking torque; when the braking torque generated by the vehicle is not within the above range, the vehicle can be brought to a stop based on the braking torque limit. Specifically, the implementation method of using the braking torque limit to restrict the braking torque can refer to the implementation method in conventional solutions, and this application embodiment does not limit it in this way.

[0045] 104: Calculate a second braking torque limit based on at least one functional safety characterization signal, and determine the second braking torque limit as the braking torque limit of the vehicle.

[0046] If the above braking torque limit is determined to be incorrect and cannot be used to limit the braking torque, the braking torque limit needs to be recalculated. For ease of description, the above braking torque limit can be referred to as the first braking torque limit, and the recalculated braking torque limit can be referred to as the second braking torque limit. The first braking torque limit is calculated based on at least one functional signal, and the second braking torque limit is calculated based on at least one functional safety characterization signal.

[0047] It is understood that all at least one functional safety characterization signal is a signal with a functional safety level, and the second braking torque limit value calculated therefrom is a reasonable limit value to ensure driving safety. This second braking torque limit value can be used to limit the braking torque. Optionally, the second braking torque limit value can be 0 N·m. In an optional embodiment, the first braking torque limit value calculated based on at least one functional signal is a negative value, such as -10 N·m. Since at least one functional safety characterization signal includes braking status, if the vehicle is not in a braking state, as analyzed above, the first braking torque limit value is incorrect. Optionally, the second braking torque limit value determined based on the braking status can be 0 N·m. In this case, when using the second braking torque limit value to limit the braking torque, the negative braking torque generated by the vehicle does not meet the limiting conditions and cannot stop the vehicle, thus matching the signal that the vehicle is not in a braking state, ensuring driving safety, thereby achieving a reasonable limit on the braking torque.

[0048] In this embodiment, at least one functional safety characterization signal is used to determine the first braking torque limit, thereby achieving monitoring of the first braking torque limit. Since the functional safety characterization signal can characterize the overall vehicle functional safety, if the calculation of the first braking torque limit is determined to be correct based on the functional safety characterization signal, it can be determined that the first braking torque limit is set reasonably, and it can be used to limit the braking torque to ensure driving safety. If the calculation of the first braking torque limit is determined to be incorrect based on the functional safety characterization signal, it can be determined that the first braking torque limit is set unreasonably and will endanger driving safety. In this case, the second braking torque limit is recalculated based on the at least one functional safety characterization signal, and the second braking torque limit is used to limit the braking torque. By monitoring the braking torque limit, it is possible to limit the braking torque using a reasonable braking torque limit, avoiding situations such as unexpected deceleration or unexpected reverse movement of the vehicle, thus ensuring driving safety.

[0049] To improve the accuracy of the judgment, at least one functional safety characterization signal can be verified in advance, and the verification result can be used to determine the correctness of the first braking torque limit. For example... Figure 2 The diagram shown is a flowchart of another embodiment of a braking control method provided in this application. The method may include the following steps:

[0050] 201: Determine at least one functional safety characterization signal and a first braking torque limit.

[0051] The first braking torque limit is calculated based on at least one functional signal.

[0052] For details on how to implement step 201, please refer to [link / reference]. Figure 1 The specific implementation of step 101 in the illustrated embodiment will not be described in detail here.

[0053] 202: Obtain the verification result of at least one functional safety characterization signal, wherein the verification result is obtained by performing an end-to-end verification on the at least one functional safety characterization signal.

[0054] In vehicle safety control, the devices that generate various functional signals differ, and these devices also differ from those used to calculate the braking torque limit. When calculating the braking torque limit, the corresponding functional signals need to be obtained from the generating devices. During the transmission of these signals from the generating devices to the braking torque limit calculation device via communication protocols, there is a possibility that the functional signals received by the calculation device may differ from those sent by the generating devices. In other words, if the functional signals received by the calculation device are incorrect, the braking torque limit calculated based on these incorrect signals will also be incorrect.

[0055] Therefore, in this embodiment, it is necessary to verify at least one functional safety characterization signal used for calculation and obtain the corresponding verification result. Optionally, the verification result can be an end-to-end (E2E) verification result. E2E verification can determine whether the signal received by the braking torque limit calculation device is consistent with the transmitted signal during the transmission of the functional safety characterization signal. If they are inconsistent, the user can be notified that the received signal is incorrect, thereby determining the correctness of the first braking torque limit, or performing subsequent processing such as re-acquiring the signal and recalculating the second braking torque limit, to avoid obtaining an incorrect braking torque limit based on an incorrect received signal.

[0056] Specifically, the implementation method for obtaining the verification result of at least one functional safety characterization signal can refer to the specific implementation method in the traditional scheme, and the embodiments of this application are not limited thereto.

[0057] 203: Based on the verification result of at least one functional safety characterization signal, determine whether the first braking torque limit is correct. If the determination result is yes, proceed to step 204; if the determination result is no, proceed to step 205.

[0058] After obtaining the verification result of at least one functional safety characterization signal, it is possible to determine whether the first braking torque limit is correct based on the verification result.

[0059] Specifically, it can be determined whether the verification result of at least one functional safety characterization signal is incorrect and whether the first braking torque limit is negative. If so, the first braking torque limit is determined to be incorrect; otherwise, the first braking torque limit is determined to be correct.

[0060] When the verification result is incorrect, it indicates that the actual received functional safety characterization signal is faulty, such as an incorrect vehicle speed or an incorrect braking status judgment. In this case, to ensure driving safety, it is necessary to avoid generating abnormal braking torque that could bring the vehicle to a stop. The braking torque limit should not be negative at this time; otherwise, it will be impossible to limit the vehicle from generating negative braking torque. Therefore, if the first braking torque limit is negative when the verification result is incorrect, it can be determined that the first braking torque limit is incorrect.

[0061] When the verification result is incorrect, but the first braking torque limit is not negative (e.g., the first braking torque limit is 0 N·m), it can still limit the vehicle from generating negative braking torque, thereby preventing the vehicle from generating abnormal braking torque that could stop the entire vehicle. In this case, it can be determined that the first braking torque limit is correct.

[0062] When the verification result is correct, it indicates that the actual received functional safety characterization signal is correct, and the vehicle can normally generate braking torque to stop the vehicle. At this time, the braking torque limit can be negative, therefore, it can be determined that the first braking torque limit is correct.

[0063] 204: The first braking torque limit is determined to be the braking torque limit of the vehicle.

[0064] 205: Calculate a second braking torque limit based on at least one functional safety characterization signal, and determine the second braking torque limit as the braking torque limit of the vehicle.

[0065] For details on how to implement steps 204-205, please refer to [link / reference]. Figure 1 The specific implementation methods of steps 103 to 104 in the illustrated embodiment will not be described in detail here.

[0066] In this embodiment, by pre-verifying at least one functional safety characterization signal, obtaining the verification result, and using the verification result to judge the correctness of the first braking torque limit, the accuracy of the judgment and the accuracy of the calculation of the second braking torque limit can be improved.

[0067] In practical applications, optionally, at least one functional safety characterization signal may include at least one of the following: braking torque, motor fault level, vehicle speed, operating mode, and braking status. Braking torque may refer to the braking torque generated by the vehicle, and the braking torque value can be used to characterize functional safety. Motor fault level may include Active Short Circuit (ASC), Freewheeling (FW), etc.; vehicle speed may refer to the vehicle's driving speed; operating mode may include overspeed mode, Adaptive Cruise Control (ACCOVRD), etc.; braking status may include brake pedal status, accelerator pedal status, etc.

[0068] Therefore, in some embodiments, the method for determining whether the first braking torque limit is correct based on at least one functional safety characterization signal may include:

[0069] Determine whether the first braking torque limit is negative, and whether at least one of the functional safety characterization signals of braking torque, motor fault level, vehicle speed, operating mode, and braking status meets its corresponding judgment condition. If so, determine that the first braking torque limit is incorrect; otherwise, determine that the first braking torque limit is correct.

[0070] It is understandable that the aforementioned different functional safety characterization signals correspond to different functions, and the methods for calculating the braking torque limit also differ. Therefore, when judging the first braking torque limit based on different functional safety characterization signals, there are also corresponding judgment conditions. There are multiple possible implementation methods to determine whether at least one of the aforementioned functional safety characterization signals—braking torque, motor fault level, vehicle speed, operating mode, and braking state—meets its corresponding judgment condition, thereby determining whether the first braking torque limit is correct.

[0071] As an optional implementation, if one or more of the above-mentioned functional safety characterization signals meet their respective judgment conditions, the first braking torque limit is determined to be incorrect; otherwise, the first braking torque limit is determined to be correct.

[0072] As another optional implementation, if at least one of the above functional safety characterization signals meets their respective judgment conditions, the first braking torque limit is determined to be incorrect; otherwise, the first braking torque limit is determined to be correct.

[0073] The following will explain how to determine whether braking torque, motor fault level, vehicle speed, operating mode, and braking status meet their respective judgment conditions.

[0074] In an optional embodiment, at least one functional safety characterization signal may include braking torque. A method for determining whether a first braking torque limit is negative and whether the braking torque meets the corresponding determination condition may include:

[0075] Determine whether the braking torque for which the first braking torque limit is calculated does not match the braking torque requested by the vehicle, and whether the first braking torque limit is negative.

[0076] Specifically, the braking torque used to calculate the first braking torque limit can refer to the braking torque received by the braking torque calculation device, while the braking torque requested by the vehicle can refer to the actual braking torque sent by the braking torque generating device. If the two do not match, it is necessary to prevent the vehicle from generating abnormal braking torque for braking, and the first braking torque limit should not be negative. If the first braking torque limit is negative, it can be determined that the limit is incorrect.

[0077] Optionally, the E2E verification result of the braking torque can be obtained, and if the verification result is faulty, it can be determined that the braking torque used to calculate the first braking torque limit does not match the braking torque requested by the vehicle.

[0078] In another optional embodiment, at least one functional safety characterization signal includes a motor fault level. The method for determining whether the first braking torque limit is negative and whether the motor fault level meets the corresponding determination criteria may include:

[0079] Determine whether the motor fault level has reached the preset fault level and whether the first braking torque limit is negative.

[0080] In this embodiment, the preset fault level may include FW or ASC, and the preset fault level can be set according to the actual application scenario. When the motor fault level is FW or ASC, the vehicle cannot generate braking torque normally, and the first braking torque limit should not be negative. If the first braking torque limit is negative, it can be determined that the limit is incorrect.

[0081] Optionally, the motor fault level can be determined as FW or ASC by obtaining the E2E verification result of the motor fault level and determining it as FW or ASC when the verification result shows a fault.

[0082] In another optional embodiment, at least one functional safety characterization signal may include the vehicle speed. The method for determining whether the first braking torque limit is negative and whether the vehicle speed meets the corresponding determination condition may include:

[0083] Determine whether the vehicle speed is less than the preset vehicle speed threshold and whether the first braking torque limit is negative.

[0084] In this embodiment, the vehicle speed threshold can correspond to the vehicle speed before it stops moving or during initial movement. It is understood that before the vehicle stops moving, braking torque has already been generated, so there is no need to generate braking torque again; during initial movement, there is no braking requirement, and therefore no braking torque is needed. Therefore, when the vehicle speed is less than the vehicle speed threshold, braking torque to stop the vehicle must be prohibited, and the first braking torque limit should not be negative. When the first braking torque limit is negative, it can be determined that the limit is incorrect. The vehicle speed threshold can be preset, such as to 15 kph.

[0085] Specifically, this can be achieved by obtaining the E2E verification result of the vehicle speed, and if the verification result is faulty, it can be determined that the vehicle speed is less than the vehicle speed threshold.

[0086] In another optional embodiment, at least one functional safety characterization signal may include an operating mode. The method for determining whether the first braking torque limit is negative and whether the operating mode meets the corresponding determination condition may include:

[0087] Determine whether the operating mode is the preset mode and whether the first braking torque limit is negative.

[0088] In this embodiment, the preset mode can refer to the ACC OVRD mode, which can be set according to the actual application scenario. When the vehicle operation mode is ACC OVRD mode, the user needs to accelerate the vehicle without generating braking torque. In this case, the first braking torque limit should not be negative. If the first braking torque limit is negative, it can be determined that the limit is incorrect.

[0089] Specifically, this can be achieved by obtaining the E2E verification result of the operating mode, and if the verification result is faulty, the operating mode is determined to be the preset mode.

[0090] In another optional embodiment, at least one functional safety characterization signal may include a braking state. A method for determining whether a first braking torque limit is negative and whether the braking state meets the corresponding determination condition may include:

[0091] Determine whether the duration of the braking state is less than the preset braking time and whether the first braking torque limit is negative.

[0092] Specifically, when the vehicle is in a braking state, it indicates that the user has a braking need, for example, by pressing the brake pedal. In practical applications, there may be cases where the user accidentally presses the brake pedal. To avoid such accidental presses affecting the judgment of the vehicle's braking state, this embodiment can determine whether the duration of the braking state is less than a preset braking time. This preset braking time can be set according to the actual application scenario, such as 1 second. If the duration is less than the preset braking time, it can be determined that the user has no braking need, and the braking state is incorrect. In this case, it is necessary to prohibit the braking torque from stopping the vehicle, and the first braking torque limit should not be negative. When the first braking torque limit is negative, it can be determined that the limit is incorrect.

[0093] Specifically, this can be achieved by obtaining the E2E verification result of the braking state to determine whether the duration of the braking state is less than the preset braking time. For example, based on the verification result, if the accelerator pedal is also pressed when the brake pedal is depressed for less than the preset time, it can be determined that the duration of the braking state is less than the preset braking time.

[0094] To improve the accuracy of monitoring the first braking torque limit, when the verification result of at least one functional safety characterization signal is correct and the first braking torque limit is negative, the magnitude of the first braking torque limit can also be determined. Optionally, a second braking torque limit can be calculated based on at least one functional safety characterization signal.

[0095] Determine whether the difference between the second braking torque limit and the first braking torque limit is less than a preset difference threshold. If so, determine that the first braking torque limit is correct; otherwise, determine that the first braking torque limit is incorrect.

[0096] In practical applications, the braking torque limit calculated based on at least one functional safety characterization signal is the braking torque limit that can ensure driving safety. This limit can be used to compare the value of the first braking torque limit. If the difference between the two is less than a preset difference threshold, it can be determined that the first braking torque limit can also ensure driving safety. The preset difference threshold can be set according to the actual application scenario, such as 10 N·m, 20 N·m, etc., and no specific limitation is imposed here.

[0097] In practical applications, the Electronic Throttle Assurance System (EGAS) architecture can be used to determine the correctness of the first braking torque limit using at least one functional safety characterization signal. Figure 3 This diagram illustrates a structural schematic of an embodiment of the EGAS system architecture provided in this application. The EGAS system architecture is a three-layer software architecture. The first layer performs normal functional calculations, and the second layer monitors the calculation results of the first layer to determine their correctness. In this embodiment, a first braking torque limit can be calculated based on at least one functional signal in the first layer of the EGAS system architecture, and the correctness of the first braking torque limit is determined in the second layer. As shown in the diagram, level 1 represents the first layer. Level 1 outputs the first braking torque limit to level 2. At least one functional safety characterization signal can also be input to level 2, and the correctness of the first braking torque limit is determined in level 2.

[0098] Optionally, level 2 can output a second braking torque limit.

[0099] To facilitate implementation, a flag can be set when the level2 outputs the judgment result. For example, when the flag is set to 1, it indicates that the first braking torque limit is correct, and the first braking torque limit can be output; when the flag is set to 0, it indicates that the first braking torque limit is incorrect, and the second braking torque limit is output.

[0100] The EGAS system architecture enables the use of at least one functional safety characterization signal to determine the correctness of the first braking torque limit, thus improving the feasibility of the determination.

[0101] like Figure 4 The diagram shown is a structural schematic of one embodiment of a braking control device provided in this application. The device may include the following modules:

[0102] The first determining module 401 is used to determine at least one functional safety characterization signal of the vehicle and a first braking torque limit value, wherein the first braking torque limit value is calculated based on at least one functional signal; the functional safety characterization signal is a signal with a functional safety level related to vehicle braking.

[0103] The judgment module 402 is used to determine whether the first braking torque limit is correct based on at least one functional safety characterization signal;

[0104] The second determining module 403, if the result of the determining module 402 is yes, is used to determine the first braking torque limit as the braking torque limit of the vehicle.

[0105] The third determining module 404, if the result of the determining module 402 is negative, is used to calculate the second braking torque limit based on at least one functional safety characterization signal, and determine the second braking torque limit as the braking torque limit of the vehicle.

[0106] In this embodiment, at least one functional safety characterization signal is used to determine the first braking torque limit, thereby achieving monitoring of the first braking torque limit. Since the functional safety characterization signal can characterize the overall vehicle functional safety, if the calculation of the first braking torque limit is determined to be correct based on the functional safety characterization signal, it can be determined that the first braking torque limit is set reasonably, and it can be used to limit the braking torque to ensure driving safety. If the calculation of the first braking torque limit is determined to be incorrect based on the functional safety characterization signal, it can be determined that the first braking torque limit is set unreasonably and will endanger driving safety. In this case, the second braking torque limit is recalculated based on the at least one functional safety characterization signal, and the second braking torque limit is used to limit the braking torque. By monitoring the braking torque limit, it is possible to limit the braking torque using a reasonable braking torque limit, avoiding situations such as unexpected deceleration or unexpected reverse movement of the vehicle, thus ensuring driving safety.

[0107] Figure 4 The aforementioned braking control device can perform Figure 1 The implementation principle and technical effects of the braking control method described in the illustrated embodiment will not be elaborated further.

[0108] In some embodiments, the determination module 402 may be used to determine whether the verification result of at least one functional safety characterization signal is incorrect and whether the first braking torque limit is negative.

[0109] In some embodiments, the determination module 402 can be used to determine whether the first braking torque limit is negative and whether at least one of the functional safety characterization signals, such as braking torque, motor fault level, vehicle speed, operating mode, and braking state, meets its corresponding determination condition.

[0110] In some embodiments, at least one functional safety characterization signal may include braking torque. Specifically, the determination module 402 may be used to determine whether the braking torque for which the first braking torque limit is calculated does not match the braking torque requested by the vehicle, and whether the first braking torque limit is a negative value.

[0111] In some embodiments, at least one functional safety characterization signal may include a motor fault level, and the judgment module 402 may be used to determine whether the motor fault level has reached a preset fault level and whether the first braking torque limit is a negative value.

[0112] In some embodiments, at least one functional safety characterization signal may include the vehicle speed, and the determination module 402 may be used to determine whether the vehicle speed is less than a preset vehicle speed threshold and whether the first braking torque limit is a negative value.

[0113] In some embodiments, at least one functional safety characterization signal may include an operating mode. Specifically, the determination module 402 may be used to determine whether the operating mode is a preset mode and whether the first braking torque limit is a negative value.

[0114] In some embodiments, at least one functional safety characterization signal may include a braking state, and the determination module 402 may be used to determine whether the duration of the braking state is less than a preset braking time and whether the first braking torque limit is a negative value.

[0115] In some embodiments, the determination module 402 may also be used to calculate a second braking torque limit based on at least one functional safety characterization signal if the verification result of at least one functional safety characterization signal is correct and the first braking torque limit is negative; and determine whether the difference between the second braking torque limit and the first braking torque limit is less than a preset difference threshold.

[0116] The specific methods by which each module of the braking control device in the above embodiments performs its operation have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0117] like Figure 5 The diagram shown is a structural schematic of an embodiment of a vehicle body controller provided in this application, including a storage component 501 and a processing component 502;

[0118] Storage component 501 can store one or more computer instructions, which can be called and executed by processing component 502;

[0119] Processing component 502 can be used for:

[0120] Determine at least one functional safety characterization signal for the vehicle and a first braking torque limit, wherein the first braking torque limit is calculated based on at least one functional signal; the functional safety characterization signal is a signal with a functional safety level related to vehicle braking.

[0121] Determine whether the first braking torque limit is correct based on at least one functional safety characterization signal;

[0122] If so, determine the first braking torque limit as the vehicle's braking torque limit;

[0123] If not, calculate the second braking torque limit based on at least one functional safety characterization signal, and determine the second braking torque limit as the braking torque limit of the vehicle.

[0124] Figure 5 The vehicle body controller can perform Figure 1 The implementation principle and technical effects of the braking control method described in the illustrated embodiment will not be elaborated further.

[0125] The processing component 502 may include one or more processors to execute computer instructions to complete all or part of the steps in the above-described method. Alternatively, the processing component may be implemented as one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the above-described method.

[0126] Storage component 501 is configured to store various types of data to support operations at the terminal. The storage component can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0127] Of course, the body controller may also include other components, such as input / output interfaces, communication components, etc.

[0128] Input / output interfaces provide interfaces between processing components and peripheral interface modules, which can be output devices, input devices, etc.

[0129] The communication components are configured to facilitate wired or wireless communication between the body controller and other devices.

[0130] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0131] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0132] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0133] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A brake control method characterized by, The method comprises: determining at least one function safety characteristic signal of the vehicle and a first brake torque limit value, the first brake torque limit value being obtained according to at least one function signal; the function safety characteristic signal is a function safety level signal related to vehicle braking, including at least one of brake torque, motor fault level, vehicle speed, operating mode, and braking state; the function signal is a function signal related to vehicle braking, including at least one of motor speed, motor system efficiency, vehicle speed, and braking state; determining whether the first brake torque limit value is correct according to the at least one function safety characteristic signal; if yes, determining that the first brake torque limit value is the brake torque limit value of the vehicle; if no, calculating a second brake torque limit value according to the at least one function safety characteristic signal, and determining that the second brake torque limit value is the brake torque limit value of the vehicle.

2. The method of claim 1, wherein, The at least one function safety characteristic signal includes a verification result of the at least one function safety characteristic signal, and the verification result is obtained by performing end-to-end verification on the at least one function safety characteristic signal; determining whether the first brake torque limit value is correct according to the at least one function safety characteristic signal includes: determining whether the verification result of the at least one function safety characteristic signal is incorrect and the first brake torque limit value is negative, if yes, determining that the first brake torque limit value is incorrect, otherwise, determining that the first brake torque limit value is correct.

3. The method of claim 1, wherein: determining whether the first brake torque limit value is correct according to the at least one function safety characteristic signal includes: determining whether the first brake torque limit value is negative and at least one function safety characteristic signal of brake torque, motor fault level, vehicle speed, operating mode, and braking state meets the respective corresponding determination condition, if yes, determining that the first brake torque limit value is incorrect, otherwise, determining that the first brake torque limit value is correct.

4. The method of claim 3, wherein, The at least one function safety characteristic signal includes brake torque; determining whether the first brake torque limit value is negative and at least one function safety characteristic signal of brake torque, motor fault level, vehicle speed, operating mode, and braking state meets the respective corresponding determination condition includes: determining whether the brake torque used to calculate the first brake torque limit value does not match the brake torque requested by the vehicle and the first brake torque limit value is negative.

5. The method of claim 3, wherein, The at least one function safety characteristic signal includes a motor fault level; determining whether the first brake torque limit value is negative and at least one function safety characteristic signal of brake torque, motor fault level, vehicle speed, operating mode, and braking state meets the respective corresponding determination condition includes: determining whether the motor fault level reaches a preset fault level and the first brake torque limit value is negative, wherein the motor at the preset fault level stops braking.

6. The method of claim 3, wherein, The at least one function safety characteristic signal includes a vehicle speed; The judging whether the first braking torque limit value is negative and at least one functional safety representation signal of braking torque, motor fault level, vehicle speed, operation mode and braking state meets respective corresponding determination conditions comprises: The judging whether the vehicle speed is less than a preset vehicle speed threshold and the first braking torque limit value is negative.

7. The method of claim 3, wherein, The at least one functional safety representation signal comprises the operation mode; The judging whether the first braking torque limit value is negative and at least one functional safety representation signal of braking torque, motor fault level, vehicle speed, operation mode and braking state meets respective corresponding determination conditions comprises: The judging whether the operation mode is a preset mode and the first braking torque limit value is negative.

8. The method of claim 3, wherein, The at least one functional safety representation signal comprises the braking state; The judging whether the first braking torque limit value is negative and at least one functional safety representation signal of braking torque, motor fault level, vehicle speed, operation mode and braking state meets respective corresponding determination conditions comprises: The judging whether the duration of the braking state is less than a preset braking time and the first braking torque limit value is negative.

9. The method of claim 1, wherein, The at least one functional safety representation signal comprises a verification result of the at least one functional safety representation signal, and the verification result is obtained by performing end-to-end verification on the at least one functional safety representation signal; The judging whether the first braking torque limit value is correct according to the at least one functional safety representation signal comprises: If the verification result of the at least one functional safety representation signal is correct and the first braking torque limit value is negative, calculating a second braking torque limit value according to the at least one functional safety representation signal; Judging whether a difference between the second braking torque limit value and the first braking torque limit value is less than a preset difference threshold, if yes, determining that the first braking torque limit value is correct, and if no, determining that the first braking torque limit value is incorrect.

10. The method of claim 1, wherein, The second braking torque limit value is 0 Newton-meter.

11. A brake control device characterized by comprising: Comprise: A first determination module is configured to determine at least one functional safety representation signal of a vehicle and a first braking torque limit value, wherein the first braking torque limit value is calculated according to at least one functional signal; the functional safety representation signal is a signal related to vehicle braking and having a functional safety level, and comprises at least one of braking torque, motor fault level, vehicle speed, operation mode and braking state; and the functional signal is a functional signal related to vehicle braking, and comprises at least one of motor speed, motor system efficiency, vehicle speed and braking state. A judging module is configured to judge whether the first braking torque limit value is correct according to the at least one functional safety representation signal. A second determination module is configured to determine that the first braking torque limit value is a braking torque limit value of the vehicle if the result of the judging module is yes. A third determination module is configured to calculate a second braking torque limit value according to the at least one functional safety representation signal and determine that the second braking torque limit value is a braking torque limit value of the vehicle if the result of the judging module is no.

12. A vehicle body controller characterized by comprising: Comprise a storage component and a processing component; The storage component stores one or more computer instructions for execution by the processing component; The processing component executes the computer instructions to perform the brake control method of any one of claims 1-10.

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