Electromechanical braking system and method

Abstract

The embodiment of the present application relates to the field of vehicle technology, and discloses an electronic mechanical braking system and method. It includes a signal processing and fault judgment module, which is used to receive the current vehicle parameters and the duration of the current vehicle parameters, and obtain the fault status information of the current vehicle according to the current vehicle parameters; a braking mode discrimination module, which is used to receive the current vehicle parameters, duration and fault status information of the signal processing and fault judgment module, and obtain the comfort braking activation signal according to the current vehicle parameters, duration and fault status information; a braking control module, which is used to receive the comfort braking activation signal and the current vehicle parameters of the braking mode discrimination module, and correct the braking torque according to the comfort braking activation signal and the current vehicle parameters to obtain the target motor current; an EMB actuator, which is used to receive the target motor current of the braking control module, and perform comfort braking according to the target motor current and feed back the comfort braking result to the signal processing and fault judgment module.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an electronic mechanical braking system and method. Background Art

[0002] During the braking process, the center of gravity of the vehicle will move forward due to the inertia force, which will cause the deformation of the front suspension to increase, resulting in the "brake nodding" phenomenon. The severity of this phenomenon can be measured by the "anti-brake nodding rate" of the vehicle body, and the value of the anti-brake nodding rate is related to factors such as the braking force distribution coefficient, wheelbase and vehicle center of mass height. The hydraulic braking system generally solves the brake nodding problem by reducing the braking force of the entire vehicle before stopping, thereby improving the driver's driving experience.

[0003] The full name of the electronic mechanical brake system is electronic mechanical brake, or EMB for short. EMB is one of the research hotspots in the field of intelligent vehicles. Different from the traditional hydraulic brake system, EMB uses electronic control to completely replace the hydraulic pipeline and achieve complete decoupling of the brake system. This system has a more streamlined structure, faster response rate, and higher execution efficiency, which is conducive to the development of chassis domain control and intelligent driving technology.

[0004] It can be seen that the "brake nodding" phenomenon is a technical problem that occurs during the vehicle braking process. Unlike the traditional hydraulic braking system, EMB provides a different vehicle braking solution. Since EMB does not rely on the hydraulic system, it cannot adopt the method commonly used in hydraulic braking systems to reduce the brake nodding phenomenon by reducing the hydraulic braking force.

[0005] However, the inventors found that the related art has at least the following technical problems: Since all hydraulic lines are eliminated in the EMB, it is impossible to adapt to the existing comfort braking method, and a new comfort braking control method needs to be developed based on the EMB system. Furthermore, reducing the braking force and causing the braking distance to become longer is a technical problem existing in the hydraulic brake system.

[0006] Therefore, it is necessary to provide a new electromechanical braking system that can solve the technical problem of brake nodding without affecting the safety of braking, so as to achieve the purpose of improving the user's driving experience. Summary of the invention

[0007] One purpose of the present application is to provide an electronic mechanical braking system, aiming to provide a new electronic mechanical braking system that can simultaneously solve the technical problem of brake nodding without affecting the safety of braking, so as to achieve the purpose of improving the user's driving experience.

[0008] To achieve the above objectives, some embodiments of the present application provide the following aspects:

[0009] In the first aspect, some embodiments of the present application also provide an electronic mechanical braking system, the system comprising: a signal processing and fault judgment module, configured to receive current vehicle parameters and the duration of the current vehicle parameters, and obtain the fault status information of the current vehicle according to the current vehicle parameters; a braking mode determination module, configured to receive the current vehicle parameters, the duration of the current vehicle parameters and the fault status information of the current vehicle from the signal processing and fault judgment module, and obtain a comfort braking activation signal according to the current vehicle parameters, the duration and the fault status information; a braking control module, configured to receive the comfort braking activation signal and the current vehicle parameters from the braking mode determination module, and correct the braking torque according to the comfort braking activation signal and the current vehicle parameters to obtain a target motor current; an EMB actuator, configured to receive the target motor current from the braking control module, and perform comfort braking according to the target motor current and feed back the comfort braking result to the signal processing and fault judgment module.

[0010] In a second aspect, some embodiments of the present application also provide an electronic mechanical braking method, which includes: obtaining current vehicle parameters; based on the current vehicle parameters, obtaining fault status information of the current vehicle; entering a preparation comfort braking stage based on the current vehicle parameters and the fault status information of the current vehicle; when entering the preparation comfort braking stage, obtaining the real-time vehicle speed of the current vehicle; and activating a comfort braking mode based on the real-time vehicle speed of the current vehicle.

[0011] Compared with the related art, the solution provided in the embodiment of the present application innovatively and ingeniously combines EMB and comfort braking control. The electronic mechanical braking system includes: a signal processing and fault judgment module, configured to receive current vehicle parameters and the duration of the current vehicle parameters, and obtain the fault status information of the current vehicle according to the current vehicle parameters; a braking mode determination module, configured to receive the current vehicle parameters, the duration of the current vehicle parameters and the fault status information of the current vehicle from the signal processing and fault judgment module, and obtain the comfort braking activation signal according to the current vehicle parameters, the duration and the fault status information; a braking control module, configured to receive the comfort braking activation signal and the current vehicle parameters from the braking mode determination module, and correct the braking torque according to the comfort braking activation signal and the current vehicle parameters to obtain the target motor current; an EMB actuator, configured to receive the target motor current from the braking control module, perform comfort braking according to the target motor current and feed back the comfort braking result to the signal processing and fault judgment module. Through the solution provided in the embodiment of the present application, based on the fact that the distribution of braking force between the front and rear axles will affect the vehicle's anti-nodding ability, when the vehicle recognizes that it needs to enter a comfortable braking condition, the EMB can directly control the clamping force signal of each wheel and dynamically adjust the braking force of the front and rear axles, thereby increasing the vehicle's anti-nodding ability during braking while keeping the total deceleration force of the vehicle unchanged. This can solve the technical problem of braking nodding without affecting the safety of braking, thereby achieving the purpose of improving the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] One or more embodiments are exemplarily described by pictures in the corresponding drawings, and these exemplified descriptions do not constitute limitations on the embodiments. Elements with the same reference numerals in the drawings represent similar elements, and unless otherwise stated, the figures in the drawings do not constitute proportional limitations.

[0013] Figure 1 An exemplary structural diagram of an electromechanical braking system provided according to some embodiments of the present application;

[0014] Figure 2 is another exemplary structural diagram of an electronic mechanical braking system provided according to some embodiments of the present application;

[0015] Figure 3 An exemplary schematic diagram of a filtering architecture for performing the filtering process in an electronic mechanical braking system provided according to some embodiments of the present application;

[0016] Figure 4 An exemplary flow chart for determining a state in which a vehicle enters in an electronic mechanical braking system provided according to some embodiments of the present application;

[0017] Figure 5 The present invention is an exemplary flow chart of an electromechanical braking method according to some embodiments of the present application. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0019] The following terms are used in this article.

[0020] Comfort Braking: Mainly during the braking process, by intelligently adjusting the braking force to reduce the vehicle's forward rush or "nodding" phenomenon during braking, thereby reducing passenger discomfort and the possibility of motion sickness.

[0021] ABS system: Anti-lock braking system.

[0022] First embodiment

[0023] The first embodiment of the present application relates to an electronic mechanical braking system. Figure 1 As shown, the system may include a signal processing and fault judgment module 10, a braking mode judgment module 20, a braking control module 30 and an EMB actuator 40:

[0024] The signal processing and fault judgment module 10 is configured to receive the current vehicle parameters and the duration of the current vehicle parameters, and obtain the fault status information of the current vehicle according to the current vehicle parameters;

[0025] The braking mode determination module 20 is configured to receive the current vehicle parameters, the duration of the current vehicle parameters and the fault status information of the current vehicle from the signal processing and fault determination module 10, and obtain a comfort braking activation signal according to the current vehicle parameters, the duration and the fault status information;

[0026] The brake control module 30 is configured to receive the comfort brake activation signal and the current vehicle parameters from the brake mode determination module 20, and to modify the braking torque according to the comfort brake activation signal and the current vehicle parameters to obtain a target motor current;

[0027] The EMB actuator 40 is configured to receive the target motor current of the brake control module 30 , perform comfort braking according to the target motor current and feed back the comfort braking result to the signal processing and fault judgment module 10 .

[0028] The signal processing and fault judgment module 10 is described in detail below.

[0029] Exemplary, combined Figure 2 As shown, the signal processing and fault judgment module 10 can be configured to receive current vehicle parameters, which can be real-time values. The current vehicle parameters can specifically include the driver's operation signal based on the current vehicle, the vehicle feedback signal and the wheel end feedback signal. Figure 2 In the embodiment, the signal processing and fault judgment module 10 is divided into two parts, namely, a signal processing part and a fault judgment part. The signal processing part corresponds to Figure 2 The signal input and filtering processing in the fault judgment part corresponds to Figure 2 Fault status judgment in.

[0030] Specifically, in some examples, the operating signal may include but is not limited to: pedal opening, gear signal and steering wheel angle signal; the vehicle feedback signal may include but is not limited to: ABS system status signal, slope signal, vehicle speed and longitudinal acceleration; the wheel-end feedback signal may include but is not limited to: wheel speed, clamping force signal, brake motor current and brake motor angle.

[0031] For example, in the operation signal, the pedal opening is used to represent the degree of operation of the accelerator pedal or the brake pedal by the driver; the pedal opening can be obtained by a pedal position sensor and converted into an electrical signal. Figure 2 The gear position signal is used to represent the gear position of the current vehicle's transmission. The gear position signal can be obtained by the transmission position sensor. The steering wheel angle signal (corresponding to Figure 2 The steering wheel angle in the figure is used to characterize the angle of the driver's steering operation; the steering wheel angle signal can be obtained by measuring the steering angle sensor.

[0032] Exemplarily, in the vehicle feedback signal, the state signal of the ABS system (corresponding to Figure 2The ABS status in the vehicle is used to indicate whether the ABS system is activated and whether the ABS system is adjusting the brake pressure of the wheel to prevent the wheel from locking. The slope signal is used to indicate the information of the slope of the vehicle; the slope signal can be calculated by the tilt sensor or other sensor data. The vehicle speed is used to indicate the current speed of the vehicle; the vehicle speed can be obtained by the wheel speed sensor. The longitudinal acceleration is used to indicate the acceleration of the vehicle in the longitudinal direction (usually the forward direction of the vehicle); the longitudinal acceleration can be obtained by the acceleration sensor.

[0033] For example, in the wheel-end feedback signal, the wheel speed is used to represent the rotation speed of each wheel; the wheel speed can be obtained by a wheel speed sensor. The clamping force signal is used to represent the force applied by the brake on the brake disc or brake drum; the clamping force signal can be obtained by a brake pressure sensor or a force sensor on a brake caliper; the brake motor current (corresponding to Figure 2 The motor current in the motor is used to characterize the working state of the motor and the output braking force; the braking motor angle (corresponding to Figure 2 The motor angle in ), which is used to represent the rotation angle of the brake motor.

[0034] In addition, the signal processing and fault judgment module 10 can also receive the duration of the current vehicle parameters, that is, the length of time that the current vehicle parameters maintain a specific value or a specific state. Furthermore, the signal processing and fault judgment module 10 can perform analysis based on the current vehicle parameters and the duration of the current vehicle parameters. If it is detected that the vehicle has a fault or is at risk of an imminent fault, the signal processing and fault judgment module 10 can generate fault status information of the current vehicle. For example, the fault status information of the current vehicle may include, but is not limited to: fault code, possible causes of the fault, affected vehicle systems, etc., and the embodiments of the present application do not specifically limit this.

[0035] Among them, it should be noted that, in the embodiment of the present application, the duration of the current vehicle parameters can be determined by counting through the timer in the chip. By considering the duration of the current vehicle parameters, frequent intervention and exit of comfort braking can be avoided. For example, if the duration of the current vehicle parameters does not meet the preset duration requirement, it can indicate that the current state of the vehicle is still unstable, and the system may not respond to the driver's operation, thereby avoiding the intervention of comfort braking due to frequent pedal operation. In the embodiment of the present application, the above-mentioned mechanism is creatively introduced, that is, whether the conditions for comfort braking are met is determined according to the duration of the current vehicle parameters. In this way, only after the duration of the current vehicle parameters is reached, the system will consider the intervention of comfort braking, so as to achieve the purpose of avoiding frequent braking caused by short or unstable signals.

[0036] For example, if the vehicle is driving on a naturally formed mountain road, the slope of the road may change constantly, unlike a man-made road with a relatively stable slope. Therefore, the comfort brake cannot be automatically activated based on the slope signal of the last second, but needs to be determined in combination with the duration of the current vehicle parameters, so that the system can accurately respond to the actual road conditions.

[0037] The braking mode determination module 20 is described in detail below:

[0038] Exemplarily, the braking mode discrimination module 20 can be configured to receive information from the signal processing and fault judgment module 10. The information can include the current vehicle parameters, the duration of the current vehicle parameters and the fault status information of the current vehicle. And the current vehicle parameters, the duration of the current vehicle parameters and the fault status information of the current vehicle are comprehensively analyzed to determine whether the activation conditions of the comfort braking mode are met. If the conditions are met, the braking mode discrimination module 20 can output a comfort braking activation signal, and the comfort braking activation signal is used to indicate that the braking system enters the comfort braking mode. Exemplarily, if the conditions are not met, the braking mode discrimination module 20 can output other types of braking mode signals or maintain the current braking strategy, which is not specifically limited in the embodiment of the present application. It can be understood that the comfort braking mode can provide users with a smoother and more progressive braking experience, reducing the impact and discomfort on users.

[0039] The brake control module 30 is described in detail below:

[0040] Exemplarily, the brake control module 30 may be configured to receive the comfort brake activation signal and the current vehicle parameters from the brake mode determination module 20, and calculate and correct the braking torque according to the comfort brake activation signal and the current vehicle parameters. The correction process of the braking torque involves calculating the target motor current, so that the EMB actuator 40 can be driven to achieve the desired braking torque.

[0041] The EMB actuator 40 is described in detail below:

[0042] Exemplarily, the EMB actuator 40 can be configured to receive a target motor current from the brake control module 30. It can be understood that the target motor current is an instruction value output by the brake control module 30, which is used to indicate the braking torque that the EMB actuator 40 needs to generate in order to achieve comfortable braking. That is, the EMB actuator 40 may include a target motor current processing module 41 and a signal feedback module 42, and the target motor current processing module 41 is used to adjust the braking force according to the target motor current to achieve comfortable braking. After performing the braking action, the EMB actuator 40 can feed back the comfortable braking result to the signal processing and fault judgment module 10 through the signal feedback module 42. For example, the comfortable braking result may include but is not limited to: the clamping force signal, the response of the motor current and the motor angle, etc., and the embodiment of the present application does not specifically limit this.

[0043] It is not difficult to find that, compared with the related art, the solution provided in the embodiment of the present application innovatively and ingeniously combines EMB and comfort braking control. The electronic mechanical braking system includes: a signal processing and fault judgment module 10, configured to receive current vehicle parameters and the duration of the current vehicle parameters, and obtain the fault status information of the current vehicle according to the current vehicle parameters; a braking mode determination module 20, configured to receive the current vehicle parameters, the duration of the current vehicle parameters and the fault status information of the current vehicle from the signal processing and fault judgment module 10, and obtain the comfort braking activation signal according to the current vehicle parameters, the duration and the fault status information; a braking control module 30, configured to receive the comfort braking activation signal and the current vehicle parameters from the braking mode determination module 20, and correct the braking torque according to the comfort braking activation signal and the current vehicle parameters to obtain the target motor current; an EMB actuator 40, configured to receive the target motor current from the braking control module 30, and perform comfort braking according to the target motor current and feed back the comfort braking result to the signal processing and fault judgment module 10. Through the solution provided in the embodiment of the present application, based on the fact that the distribution of braking force between the front and rear axles will affect the vehicle's anti-nodding ability, when the vehicle recognizes that it needs to enter a comfortable braking condition, the EMB can directly control the clamping force signal of each wheel and dynamically adjust the braking force of the front and rear axles, thereby increasing the vehicle's anti-nodding ability during braking while keeping the total deceleration force of the vehicle unchanged. This can solve the technical problem of braking nodding without affecting the safety of braking, thereby achieving the purpose of improving the user's driving experience.

[0044] Second embodiment

[0045] The second embodiment of the present application relates to an electronic mechanical brake system. The second embodiment is an improvement on the first embodiment, and the specific improvement is: in the second embodiment of the present application, a specific implementation method of the signal processing and fault judgment module 10 is provided.

[0046] Specifically, in some embodiments, the signal processing and fault judgment module 10 may further include a signal processing module 11 and a fault judgment module 12:

[0047] The signal processing module 11 is configured to receive the current vehicle parameters and filter the target signal in the current vehicle parameters to obtain a target filtered signal; the target signal at least includes a slope signal and a clamping force signal;

[0048] The fault judgment module 12 is configured to receive the current vehicle parameters and the target filtering signal from the signal processing module 11, and acquire the fault status information of the current vehicle based on the current vehicle parameters and the target filtering signal.

[0049] Exemplarily, the signal processing module 11 may be configured to receive the current vehicle parameters, wherein the current vehicle parameters include a slope signal and a clamping force signal, wherein the slope signal is used to characterize the inclination of the road surface on which the current vehicle is located. The clamping force signal is used to characterize the reading of the brake force applied. In the embodiment of the present application, considering that when the vehicle is traveling on a slope, the sensor may be affected by the uneven road surface or other external factors, resulting in noise or erroneous readings, and the reading of the brake force applied may fluctuate due to the dynamic response of the braking system or the accuracy limitation of the sensor, therefore, the target signal including the slope signal and the clamping force signal is filtered to obtain a target filtered signal. That is to say, combined with Figure 2 As shown, the target filtering signal includes a filtered slope signal and a filtered clamping force signal, so that the noise or interference that may exist when the vehicle is on a slope can be eliminated to a certain extent, and the reading of the brake application force can be smoothed, reducing fluctuations caused by the dynamics of the sensor or braking system and improving the signal quality.

[0050] For example, the filtering architecture for performing the filtering process can be found in Figure 3 In the process of filtering the slope signal, the slope signal can be first filtered by filtering module 1 according to the data obtained by looking up the vehicle speed table and filtering coefficient 1 to obtain a first slope filtered signal, and then the first slope filtered signal can be second filtered by filtering module 2 according to the acceleration change rate and filtering coefficient 2 to obtain a second slope filtered signal, and then the second slope filtered signal can be third filtered by filtering module 3 according to the data obtained by looking up the pedal opening table and filtering coefficient 3 to obtain the filtered slope signal.

[0051] In the process of filtering the clamping force signal, the first filtering process can be performed on the clamping force signal through filtering module 1 according to the data obtained from the motor angle table and the filtering coefficient 1 to obtain the first clamping force filtered signal. Thereafter, the second filtering process can be performed on the first clamping force filtered signal through filtering module 2 according to the data obtained from the motor ammeter and the filtering coefficient 2 to obtain the filtered clamping force signal.

[0052] It should be noted that the filter module 1, filter module 2, filter coefficient 1, filter coefficient 2 involved in the process of filtering the slope signal and the filter module 1, filter module 2, filter coefficient 1, filter coefficient 2 involved in the process of filtering the clamping force signal are generally not the same. Relevant personnel can set the above-mentioned filter coefficients according to actual needs, and the embodiments of the present application do not specifically limit this.

[0053] Exemplarily, the fault judgment module 12 may be configured to receive an output signal from the signal processing module 11. The output signal includes the current vehicle parameters and the target filtered signal, and analyzes the current vehicle parameters and the target filtered signal.

[0054] Specifically, the fault judgment module 12 can obtain the current motor current and motor angle according to the current vehicle parameters, and obtain the clamping force signal after filtering according to the target filter signal; and judge whether the current EMB actuator 40 has a fault according to the motor current, motor angle and the clamping force signal, and if the EMB actuator 40 has a fault, the fault judgment module 12 can generate fault status information. The fault status information can be represented by a fault status bit.

[0055] Among them, the motor current refers to the current signal of the brake motor, which is used to characterize the working state and load condition of the motor; the motor angle refers to the rotation angle signal of the brake motor, which is used to monitor the position of the motor or control the precise movement of the motor. The clamping force signal refers to the signal of the brake application force that has been filtered to eliminate noise and fluctuations. The fault judgment module 12 can judge whether there is a fault in the EMB actuator 40 by analyzing the characteristics and mutual relationships of the above three signals. For example, if the motor current is abnormally high or low, the motor angle is not within the expected range, or the clamping force signal does not match the motor state, it may indicate that there is a fault.

[0056] If the fault judgment module 12 determines that the EMB actuator 40 is faulty, the fault judgment module 12 may output a fault status bit; illustratively, the fault status bit may be a binary signal or a flag bit, used to indicate the presence of a fault. In the embodiment of the present application, the fault status bit may be used to trigger a warning light, an alarm system, or execute other predetermined fault response measures.

[0057] Optionally, in some embodiments, the signal processing module 11 is configured to obtain a filter coefficient of the slope signal based on the current vehicle parameters; and obtain the target filter signal based on the filter coefficient and the slope signal.

[0058] Exemplarily, the signal processing module 11 may also be configured to obtain a filter coefficient of the slope signal based on the current vehicle parameters. The filter coefficient is a parameter used to adjust the filter performance, such as a cutoff frequency, a damping ratio, and the like. By dynamically obtaining the filter coefficient of the slope signal according to the current vehicle parameters, the signal processing module 11 can implement adaptive filtering according to the slope signal. For example, on steep or varied roads, different filter coefficients are generally required to more accurately capture changes in the slope signal. In an embodiment of the present application, the signal processing module 11 uses the filter coefficient and the slope signal to calculate the target filter signal obtained after filtering, which is beneficial to improving the accuracy and reliability of the target filter signal.

[0059] It is not difficult to find that in the embodiment of the present application, the signal processing and fault judgment module 10 can further include a signal processing module 11 and a fault judgment module 12, which provides a specific implementation method of the signal processing and fault judgment module 10.

[0060] Third embodiment

[0061] The third embodiment of the present application relates to an electronic mechanical braking system. The third embodiment is an improvement on the second embodiment, and the specific improvement is: in the third embodiment of the present application, a specific implementation of the braking mode determination module 20 is provided.

[0062] Specifically, in some embodiments, the braking mode determination module 20 may further include an analysis module 21 and a comfort braking intervention condition determination module 22 .

[0063] The analysis module 21 is configured to receive the current vehicle parameters and the duration of the current vehicle parameters from the signal processing and fault judgment module 10, and analyze the current vehicle parameters and the duration of the current vehicle parameters to obtain the current vehicle environment parameters and the duration of the current vehicle environment parameters;

[0064] The comfort braking intervention condition judgment module 22 is configured to receive the environmental parameters and the duration of the environmental parameters of the current vehicle from the analysis module 21 and to receive the target filtering signal and the current vehicle parameters, the duration of the current vehicle parameters and the fault status information of the current vehicle from the signal processing and fault judgment module 10, and to obtain a comfort braking activation signal based on the fault status information of the current vehicle, the environmental parameters, the duration of the environmental parameters of the current vehicle, the target filtering signal, the current vehicle parameters and the duration of the current vehicle parameters.

[0065] Exemplarily, the analysis module 21 can be configured to receive information from the signal processing and fault judgment module 10, the information including the current vehicle parameters and the duration of the current vehicle parameters, and analyze the current vehicle parameters and the duration of the current vehicle parameters. By analyzing the current vehicle parameters, the environmental conditions of the current vehicle can be obtained to obtain the environmental parameters of the current vehicle; by analyzing the duration of the current vehicle parameters, the duration of the environmental parameters of the current vehicle can be obtained.

[0066] Specifically, the braking mode identification module 20 can determine the braking intention and adhesion coefficient according to the current vehicle parameters and the duration of the current vehicle parameters, and analyze the braking intention and adhesion coefficient to obtain an analysis result; then, based on the analysis result and the fault status information of the current vehicle, further determine whether the activation conditions of the comfort braking mode are met.

[0067] Exemplarily, the braking intention refers to the driver's braking intention. Parsing the braking intention can be achieved by analyzing the pedal opening, gear signal and steering wheel angle signal in the current vehicle parameters. Specifically, the whole vehicle braking intensity and the required total braking torque required by the driver can be determined based on the pedal opening, gear signal and steering wheel angle signal. Among them, the pedal opening is used to characterize the driver's operation depth of the brake pedal to obtain the intensity of his braking request. The current gear state of the vehicle is used to characterize the power output of the vehicle. The steering wheel angle signal is used to characterize the driver's steering operation to determine whether the vehicle is in the process of turning.

[0068] Exemplarily, the adhesion coefficient can be analyzed by analyzing the vehicle speed, wheel speed and ABS status signal in the current vehicle parameters to determine the adhesion condition of the current road surface. Among them, by taking the real-time speed of the vehicle as one of the factors to be considered in evaluating the adhesion coefficient and obtaining the rotation speed of each wheel, it is helpful to identify whether the wheel is slipping or losing traction. By analyzing the activation state of the ABS system, it is helpful to understand whether the wheel is approaching or has reached the adhesion limit. In this way, the friction coefficient between the road surface and the wheel is evaluated by combining the vehicle speed, wheel speed and ABS status signal, and the adhesion coefficient can be obtained.

[0069] Exemplarily, the comfort braking intervention condition judgment module 22 can be configured to receive signals from multiple modules, including the environmental parameters provided by the analysis module 21 and the duration of the environmental parameters of the current vehicle, as well as the target filter signal and the current vehicle parameters, the duration of the current vehicle parameters and the fault status information of the current vehicle provided by the signal processing and fault judgment module 10. Further, the comfort braking intervention condition judgment module 22 determines whether to generate a comfort braking activation signal by comprehensively evaluating the above information. Specifically, the comprehensive evaluation can determine whether the signals received from multiple modules meet the corresponding comfort braking working thresholds. If the signals received from multiple modules all meet the corresponding comfort braking working thresholds, it can be determined that a comfort braking activation signal is generated; otherwise, if there is at least one signal from multiple modules that does not meet the corresponding comfort braking working threshold, the comfort braking is disabled.

[0070] Furthermore, based on the analysis result and the current vehicle fault status information, it is further determined whether the activation condition of the comfort braking mode is met to determine whether the vehicle should currently enter or exit the comfort braking mode. For example, if the condition is met, it is determined that the vehicle should enter the comfort braking condition; if not, it is determined that the vehicle should exit the condition. In the embodiment of the present application, the decision of braking intervention can be continuously monitored and adjusted according to the changes in driving conditions to ensure a smooth and comfortable braking experience in different driving conditions.

[0071] See also Figure 4 As shown, Figure 4 is an exemplary flow chart for determining what state the vehicle enters in some examples. In this example, the fault state information is specifically represented by a fault state bit, and if the fault state information is less than or equal to 0, 1.Disable is returned, indicating that comfort braking is unavailable.

[0072] Furthermore, if the fault status information is greater than 0, the system can make a comprehensive assessment by judging whether the slope is less than the comfort braking working threshold, whether the braking intensity is less than the comfort braking working threshold, whether the adhesion coefficient is greater than the comfort braking working threshold, whether the vehicle speed is greater than the comfort braking enabling threshold A, and whether the first timer is greater than the threshold a after the first timer starts counting. If all of the above are met, the system enters the 2.Ready state, indicating that the comfort braking is enabled. If any one or more of the above are not met, the system directly enters the 4.Off state, indicating that the comfort braking is disabled.

[0073] Furthermore, after entering the 2.Ready state, indicating that the comfort braking is enabled, the system can further determine whether the vehicle speed is less than the comfort braking activation threshold B. If it is determined that the vehicle speed is less than the comfort braking activation threshold B, the second timer starts counting. When the second timer is greater than the threshold b, the system enters the 3.Active state, indicating that the comfort braking is activated.

[0074] Furthermore, after entering the 3.Active state, indicating that the comfort braking is activated, it is possible to continue to determine whether the vehicle speed is less than the static vehicle speed threshold C. If it is determined that the vehicle speed is less than the static vehicle speed threshold C, the third timer starts counting, and further determines whether the value represented by the third timer is greater than the threshold c; if so, enter the 4.Off state, indicating that the comfort braking is enabled; otherwise, continue to maintain the 3.Active state and continue the above determination.

[0075] It should be noted that the third embodiment of the present application may also be an improvement based on the first embodiment.

[0076] It is not difficult to find that in the embodiment of the present application, the braking mode determination module 20 can further include an analysis module 21 and a comfort braking intervention condition determination module 22, which provides a specific implementation method of the braking mode determination module 20.

[0077] Fourth embodiment

[0078] The fourth embodiment of the present application relates to an electronic mechanical brake system. The fourth embodiment is an improvement on the third embodiment, and the specific improvement is: in the fourth embodiment of the present application, a specific implementation method of the brake control module 30 is provided.

[0079] Specifically, in some embodiments, the braking control module 30 may further include a target braking torque correction module 31 and an EMB closed-loop control module 32:

[0080] The target braking torque correction module 31 is configured to receive the current vehicle parameters from the signal processing and fault judgment module 10 and the comfort braking activation signal and the environmental parameters from the braking mode discrimination module 20, and obtain a corrected target braking torque according to the current vehicle parameters, the comfort braking activation signal and the environmental parameters;

[0081] The EMB closed-loop control module 32 is configured to receive the corrected target braking torque from the target braking torque correction module 31 , and obtain the target motor current based on the corrected target braking torque.

[0082] Exemplarily, the target braking torque correction module 31 can be configured to receive the current vehicle parameters from the signal processing and fault judgment module 10, and receive the comfort braking activation signal and the environmental parameters from the braking mode discrimination module 20, and perform a comprehensive evaluation based on the current vehicle parameters, the comfort braking activation signal and the environmental parameters, and further obtain a corrected target braking torque based on the evaluation result. The corrected target braking torque is a value adjusted according to the current driving conditions and vehicle status to ensure the comfort and effectiveness of braking. Among them, this correction includes increasing the braking torque or reducing the braking torque to adapt to the current driving conditions and the need for comfortable braking.

[0083] For example, the braking control module 30 may be used to determine the braking torque distribution ratio of the front and rear axles of the vehicle (corresponding to Figure 2 The front and rear brake distribution in the control system is determined by combining the comfort brake activation signal / exit signal to dynamically correct the target braking torque. Furthermore, the actual working state of the brake can be monitored in real time according to the clamping force signal feedback signal after filtering, and the EMB actuator 40 can be adjusted according to the difference between the clamping force signal feedback and the target braking torque to achieve closed-loop control to ensure the accuracy and comfort of the braking process.

[0084] Among them, the system can determine the distribution ratio of the braking torque of the front and rear axles according to the total braking torque, and distribute the total braking torque to the front and rear axles of the vehicle according to the distribution ratio to ensure the stability and balance of the vehicle during braking.

[0085] Among them, the system can optimize the braking torque distribution ratio of the front and rear axles in real time based on the braking torque distribution results of the front and rear axles and the information of the slope of the current road, with the goal of achieving comfortable braking, to ensure that the adjusted braking torque distribution ratio is still within the reasonable range of vehicle stability and safety requirements. It can be seen that the correction of the target braking torque is a dynamic adjustment process. Exemplarily, the information of the slope of the current road can be obtained by table lookup or sensor data, and the embodiments of the present application do not specifically limit this.

[0086] Exemplarily, the EMB closed-loop control module 32 can be configured to receive the corrected target braking torque from the target braking torque correction module 31, and calculate the required target motor current based on the corrected target braking torque. It can be understood that the output torque of the motor can be controlled by adjusting the current, thereby controlling the intensity of the brake. Furthermore, the EMB closed-loop control module 32 can perform closed-loop control on the EMB actuator 40 according to the target motor current. In the process of closed-loop control of the EMB actuator 40, the actual current of the motor can be monitored in real time and compared with the target current, and the working state of the motor can be dynamically adjusted to ensure that the braking torque output by the motor accurately tracks the target value.

[0087] Among them, during the EMB closed-loop control process, the corrected target braking torque can be set as the target value for control tracking, and then the clamping force signal after filtering can be used to dynamically adjust the working state of the EMB actuator 40 to achieve real-time closed-loop control of the EMB actuator 40. Through closed-loop control, the actual braking torque can closely track the target braking torque to achieve precise control.

[0088] Optionally, in some embodiments, the signal processing module 11 is configured to receive the comfort braking result of the EMB actuator 40, and obtain a filtered comfort braking result based on the comfort braking result feedback;

[0089] The EMB closed-loop control module 32 is configured to receive the filtered comfort braking result from the signal processing module 11 and obtain the latest target motor current according to the filtered comfort braking result.

[0090] Exemplarily, the signal processing module 11 may be configured to receive a comfort braking result issued by the EMB actuator 40, and perform analysis and processing based on the comfort braking result, including filtering the comfort braking result to obtain a filtered comfort braking result.

[0091] Exemplarily, the EMB closed-loop control module 32 may be configured to receive the filtered comfort braking result from the signal processing module 11 , and perform analysis and calculation based on the filtered comfort braking result to obtain the latest target motor current.

[0092] It should be noted that the fourth embodiment of the present application may also be an improvement based on the first embodiment.

[0093] It is not difficult to find that in the embodiment of the present application, the braking control module 30 may further include a target braking torque correction module 31 and an EMB closed-loop control module 32, which provides a specific implementation method of the braking control module 30.

[0094] It is worth mentioning that all modules involved in this embodiment are logic modules. In practical applications, a logic unit can be a physical unit, a part of a physical unit, or a combination of multiple physical units. In addition, in order to highlight the innovative part of this application, this embodiment does not introduce units that are not closely related to solving the technical problems proposed by this application, but this does not mean that there are no other units in this embodiment.

[0095] Fifth embodiment

[0096] The fifth embodiment of the present application relates to an electronic mechanical braking method. The method can be applied to the system described in any one or more of the first to fourth embodiments, and the method can further include the following steps: Figure 5 As shown:

[0097] Step S101, obtaining current vehicle parameters;

[0098] Step S102, based on the current vehicle parameters, obtaining fault status information of the current vehicle;

[0099] Step S103, entering a comfort braking preparation phase based on the current vehicle parameters and the current vehicle fault status information;

[0100] Step S104, when entering the comfort braking preparation phase, obtaining the real-time speed of the current vehicle;

[0101] Step S105: activating the comfort braking mode based on the current real-time vehicle speed.

[0102] Sixth embodiment

[0103] The sixth embodiment of the present application relates to an electronic mechanical braking method. The sixth embodiment is an improvement on the fifth embodiment, and the specific improvement is: in the sixth embodiment of the present application, a specific implementation method for entering the preparation comfort braking stage based on the current vehicle parameters and the current vehicle fault status information is provided.

[0104] Specifically, in some embodiments, the step of entering the comfort braking preparation phase based on the current vehicle parameters and the current vehicle fault status information, i.e., step S103, may further include the following steps:

[0105] Step S1031, obtaining the duration of the current vehicle parameters;

[0106] Step S1032, based on the duration of the current vehicle parameter and the current vehicle parameter, obtaining the environmental parameter of the current vehicle and the duration of the environmental parameter of the current vehicle;

[0107] Step S1033, entering the preparation comfort braking stage based on the environmental parameters of the current vehicle, the duration of the environmental parameters of the current vehicle, the duration of the current vehicle parameters, the current vehicle parameters and the fault status information of the current vehicle.

[0108] Seventh embodiment

[0109] The seventh embodiment of the present application relates to an electronic mechanical braking method. The seventh embodiment is an improvement on the fifth embodiment, and the specific improvement is: in the seventh embodiment of the present application, a specific implementation method for activating the comfort braking mode based on the real-time vehicle speed of the current vehicle is provided.

[0110] Specifically, in some embodiments, the activating the comfort braking mode based on the current real-time vehicle speed, i.e., step S105, may further include the following steps:

[0111] Step S1051, obtaining the duration of the current real-time vehicle speed;

[0112] Step S1052: activating the comfort braking mode based on the duration of the real-time vehicle speed of the current vehicle and the real-time vehicle speed of the current vehicle.

[0113] Optionally, in some embodiments, after activating the comfort braking mode based on the current real-time vehicle speed, the method may further include the following steps:

[0114] Step S201, obtaining the duration of the current real-time speed of the vehicle;

[0115] Step S202: closing the comfort braking mode based on the duration of the current real-time vehicle speed and the current real-time vehicle speed.

[0116] It is not difficult to find that the fifth to seventh embodiments are method embodiments corresponding to the first to fourth embodiments, and the method embodiments can be implemented in conjunction with any one or more of the first to fourth embodiments. The relevant technical details mentioned in any one or more of the first to fourth embodiments are still valid in the method embodiments, and are not repeated here to reduce repetition. Accordingly, the relevant technical details mentioned in the method embodiments can also be applied in any one or more of the first to fourth embodiments.

[0117] The step division of the above methods is only for clear description. When implemented, they can be combined into one step or some steps can be split and decomposed into multiple steps. As long as they include the same logical relationship, they are all within the scope of protection of this application; adding insignificant modifications to the algorithm or process or introducing insignificant designs without changing the core design of the algorithm and process are all within the scope of protection of this application.

[0118] The flow chart or block diagram in the accompanying drawings shows the possible architecture, function and operation of the equipment, method and computer program product according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented with a dedicated system for hardware that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0119] The scope of the present application is defined by the appended claims rather than the above description, and it is intended that all changes that fall within the meaning and scope of the equivalent elements of the claims are included in the present application. Any figure mark in the claims should not be regarded as limiting the claims involved. In addition, it is clear that the word "comprising" does not exclude other units or steps, and the singular does not exclude the plural. Multiple units or devices stated in the device claim may also be implemented by one unit or device through software or hardware. The words "first", "second", etc. are only used to distinguish the description, and do not indicate any particular order, nor can they be understood as indicating or implying relative importance.

[0120] The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily mention changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims, and the above embodiments should be regarded as exemplary and non-restrictive.

Claims

1. An electromechanical braking system, characterized in that: The system comprises: A signal processing and fault judgment module is configured to receive current vehicle parameters and the duration of the current vehicle parameters, and obtain fault status information of the current vehicle according to the current vehicle parameters; a braking mode determination module, configured to receive the current vehicle parameters, the duration of the current vehicle parameters and the fault status information of the current vehicle from the signal processing and fault determination module, and obtain a comfort braking activation signal according to the current vehicle parameters, the duration and the fault status information; a brake control module configured to receive the comfort brake activation signal and the current vehicle parameters from the brake mode determination module, and to correct the braking torque according to the comfort brake activation signal and the current vehicle parameters to obtain a target motor current; An EMB actuator is configured to receive the target motor current of the brake control module, perform comfort braking according to the target motor current and feed back the comfort braking result to the signal processing and fault judgment module; The signal processing and fault judgment module includes: a signal processing module configured to receive the current vehicle parameters and filter the target signal in the current vehicle parameters to obtain a target filtered signal; the target signal at least includes a slope signal and a clamping force signal; a fault judgment module configured to receive the current vehicle parameters and the target filtered signal from the signal processing module, and obtain the fault status information of the current vehicle based on the current vehicle parameters and the target filtered signal; The braking mode determination module comprises: an analysis module, configured to receive the current vehicle parameters and the duration of the current vehicle parameters from the signal processing and fault determination module, and analyze the current vehicle parameters and the duration of the current vehicle parameters to obtain the environmental parameters of the current vehicle and the duration of the environmental parameters of the current vehicle; a comfort braking intervention condition determination module, configured to receive the environmental parameters and the duration of the environmental parameters of the current vehicle from the analysis module and the target filtering signal and the current vehicle parameters, the duration of the current vehicle parameters and the fault status information of the current vehicle from the signal processing and fault determination module, and obtain a comfort braking activation signal based on the fault status information of the current vehicle, the environmental parameters, the duration of the environmental parameters of the current vehicle, the target filtering signal, the current vehicle parameters and the duration of the current vehicle parameters.

2. The system according to claim 1, characterized in that The brake control module comprises: a target braking torque correction module, configured to receive the current vehicle parameters from the signal processing and fault judgment module and the comfort braking activation signal and the environmental parameters from the braking mode discrimination module, and obtain a corrected target braking torque according to the current vehicle parameters, the comfort braking activation signal and the environmental parameters; The EMB closed-loop control module is configured to receive the corrected target braking torque from the target braking torque correction module, and obtain the target motor current based on the corrected target braking torque.

3. The system according to claim 2, characterized in that Also includes: The signal processing module is configured to receive the comfort braking result of the EMB actuator, and obtain a filtered comfort braking result based on the comfort braking result feedback; The EMB closed-loop control module is configured to receive the filtered comfort braking result of the signal processing module, and obtain the latest target motor current according to the filtered comfort braking result.

4. The system according to claim 1, characterized in that Also includes: A signal processing module, configured to obtain a filter coefficient of the slope signal based on the current vehicle parameters; The target filtered signal is obtained based on the filter coefficient and the slope signal.

5. An electromechanical braking method, characterized in that: The method is applied to the system according to any one of claims 1 to 4, and the method comprises: Get current vehicle parameters; Based on the current vehicle parameters, obtaining fault status information of the current vehicle; Entering a comfort braking preparation phase based on the current vehicle parameters and the current vehicle fault status information; When entering the comfort braking preparation phase, obtaining the real-time speed of the current vehicle; activating a comfort braking mode based on the current real-time vehicle speed; The step of entering the preparation for comfort braking stage based on the current vehicle parameters and the fault status information of the current vehicle includes: obtaining the duration of the current vehicle parameters; obtaining the environmental parameters of the current vehicle and the duration of the environmental parameters of the current vehicle based on the duration of the current vehicle parameters and the current vehicle parameters; entering the preparation for comfort braking stage based on the environmental parameters of the current vehicle, the duration of the environmental parameters of the current vehicle, the duration of the current vehicle parameters, the current vehicle parameters and the fault status information of the current vehicle.

6. The electromechanical braking method according to claim 5, characterized in that: The activating the comfort braking mode based on the current real-time vehicle speed further includes: Get the duration of the current vehicle's real-time speed; The comfort braking mode is activated based on a duration of the current real-time vehicle speed and the current real-time vehicle speed.

7. The electromechanical braking method according to claim 5, characterized in that: After activating the comfort braking mode based on the real-time vehicle speed of the current vehicle, the method further includes: Get the duration of the current vehicle's real-time speed; The comfort braking mode is closed based on a duration of the current real-time vehicle speed and the current real-time vehicle speed.

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