Braking pressure abnormality monitoring method, electronic device, and vehicle

Abstract

The present invention relates to the technical field of vehicle braking systems, and in particular to a method for monitoring brake pressure anomalies, an electronic device, and a vehicle. The present invention proposes dead value monitoring conditions for a vehicle braking system pressure sensor, and sets up pressure sensor dead value counting determination algorithms under brake pedal depressed conditions and brake pedal released conditions, respectively. This can achieve more accurate and comprehensive monitoring of pressure sensor failure scenarios, timely detect dead value failures of brake pressure sensors, and control the vehicle braking system to perform corresponding functional degradation operations, effectively improving vehicle driving safety. The present invention is based on the existing hardware configuration of the vehicle braking system and relies only on software algorithms to achieve monitoring of brake pressure sensor failure scenarios. There is no need to specifically install additional brake pedal travel sensors. Compared with the existing technology, it can significantly save the hardware cost of the vehicle braking system.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking systems, and in particular to a method for monitoring abnormal braking pressure, electronic equipment, and a vehicle. Background Art

[0002] Intelligence is a key approach to addressing automotive safety and an inevitable trend in the development of the automotive industry. The braking system is a crucial actuator in the motion control layer of intelligent vehicles. Its performance directly impacts the vehicle's ability to accurately and timely execute control commands from the decision-making and planning layer, making it crucial for safe and stable vehicle operation. To respond to target commands promptly and reliably, the braking system must rapidly change and precisely adjust braking force.

[0003] Typically, a vehicle's braking system includes: a hydraulic braking system that uses the hydraulic principle to connect the brakes to the brake pads. The driver presses on the brake pedal to push the piston, which generates pressure in the brake oil, which in turn pushes the brake pads to rub against the metal contact surfaces of the wheels to achieve braking; a pneumatic braking system that uses compressed air as a medium for transmitting braking force. After the driver presses on the brake pedal, the air pump supplies compressed air to the braking system, causing the brake pads to rub against the metal contact surfaces of the wheels to achieve braking; an anti-lock braking system (ABS), which is used to prevent the wheels from slipping during braking; a brake traction control system (BTCS), which is used to prevent the drive wheels from slipping during sudden, unexpected or abrupt acceleration; and an electronic stability control system (ESC system), which is used to stably maintain the vehicle's driving state and control the brake oil pressure by combining ABS and traction control.

[0004] Active automobile safety technology refers to safety technology that enables automobiles to take proactive measures to avoid or reduce the risk of accidents. Currently, active safety technology has gradually matured and been widely used, effectively improving automobile safety.

[0005] Vehicle brake pressure is one of the key parameters for ensuring safe vehicle operation. The accuracy and reliability of its detection results are crucial to ensuring vehicle driving safety. When the brake pressure signal is abnormal, the function of the vehicle's braking system will be seriously affected, such as false triggering of functions and function adjustment strategies that do not meet expectations, seriously affecting driving safety. Therefore, accurate and reliable monitoring of brake pressure abnormalities is particularly important.

[0006] Currently, the electronic stability control system (ESC system) has become the mainstream configuration of passenger cars. It can realize safety functions such as vehicle stability control and anti-lock braking control. These functions require accurate brake pressure signals to implement. The master cylinder pressure sensor is integrated in the hydraulic circuit of the ESC system and can collect brake hydraulic pressure in real time.

[0007] The existing brake pressure abnormality monitoring solutions are mainly divided into two categories: one is to monitor the power supply current and voltage of the pressure sensor; the other is to install two pressure sensors for backup use. When the system determines that the signal of one sensor is abnormal, the value of the other sensor is used.

[0008] The current mainstream solution is to monitor only the power supply of the pressure sensor, focusing on the power supply pressure range. For example, if the power supply voltage is 9-16V and the voltage is less than 4V for 5 seconds, the pressure sensor circuit is considered damaged and the collected pressure signal is deemed unreliable.

[0009] However, this solution can only identify fault conditions caused by abnormal power supply; it cannot identify abnormal pressure signals caused by reasons such as blockage of the hydraulic circuit and abnormality of the internal circuit of the sensor.

[0010] The second mainstream solution is to install two pressure sensors. When one pressure sensor is identified as having a problem, the signal of the backup pressure sensor is used. The determination of whether one pressure sensor has a problem is still to monitor the power supply status of the sensor, which is essentially the same as the above-mentioned mainstream solution. In addition, the existing technology usually installs a pedal travel sensor to determine whether the pressure signal is reliable based on the relationship between the pedal travel and the brake pressure.

[0011] However, this solution still cannot identify abnormal pressure signals caused by reasons such as blockage of the hydraulic circuit and abnormality of the internal circuit of the sensor. When the above abnormalities occur, the backup pressure sensor cannot be activated. Moreover, for models equipped with ESC systems, there is no need to equip them with brake pedal travel sensors. If an additional brake pedal travel sensor is specially installed to monitor brake pressure abnormalities, the hardware cost of the vehicle will be significantly increased. Summary of the Invention

[0012] The technical problem to be solved by the present invention is: in view of the shortcomings of the existing technology, a brake pressure abnormality monitoring method is provided, which can efficiently and accurately realize the monitoring of various pressure sensor failure scenarios through software algorithms, and when the brake pressure signal is abnormal, the corresponding functions of the vehicle braking system can be downgraded in time, effectively improving the safety of vehicle driving.

[0013] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0014] A method for monitoring abnormal brake pressure mainly includes:

[0015] S1, determine whether the brake pedal is pressed working condition dead value monitoring condition is met, if not, proceed to step S2, if so, proceed to step S3;

[0016] S2, determining whether the brake pedal release dead value monitoring condition is met, if not, exiting the brake pressure sensor dead value monitoring, if so, proceeding to step S4;

[0017] S3, based on the dead value counting determination algorithm for the brake pedal depressed working condition, monitoring the dead value of the pressure sensor under the brake pedal depressed working condition, and determining whether the brake pressure sensor has a dead value fault;

[0018] S4, based on the dead value counting determination algorithm for the brake pedal released working condition, monitoring the dead value of the pressure sensor under the brake pedal released working condition, and determining whether the brake pressure sensor has a dead value fault;

[0019] S5. When it is determined that the brake pressure sensor has a dead value fault, a credibility counting algorithm is used to determine the credibility of the current brake pressure sensor signal, and to determine whether the credibility of the current brake pressure sensor signal exceeds a preset value. If not, the current brake pressure sensor signal is determined to be unreliable, and a vehicle brake system function degradation operation is performed; if so, the current brake pressure sensor signal is determined to be credible, and a vehicle brake system function recovery operation is performed.

[0020] Furthermore, the brake pedal depressed working condition dead value monitoring conditions specifically include:

[0021] Condition 1: The current vehicle speed Veh_Spd is greater than the preset speed value V1;

[0022] Condition 2: The current vehicle brake pedal flag is valid, that is, BLS_b = 1, and it indicates that the brake pedal is pressed;

[0023] Condition 3: The current vehicle deceleration Veh_Acc satisfies: -G1 <Veh_Acc<-G2;

[0024] When the above conditions 1, 2 and 3 are met at the same time, it is determined that the dead value monitoring condition of the brake pedal pressed working condition is met.

[0025] Furthermore, the brake pedal release working condition dead value monitoring conditions specifically include:

[0026] Condition 1: The current vehicle speed Veh_Spd is less than the preset speed value V2, where V2 < V1;

[0027] Condition 2: The identification bit of the current vehicle's brake pedal is invalid, i.e., BLS_b = 0, and it is displayed that the brake pedal is released;

[0028] Condition 3: The deceleration of the current vehicle Veh_Acc satisfies: -G2 < Veh_Acc < G2, and the current vehicle slope signal value Veh_Slope is less than the preset slope value;

[0029] When the above Conditions 1, 2, and 3 are simultaneously satisfied, it is determined that the dead value monitoring condition for the brake pedal release working condition is satisfied.

[0030] Furthermore, the dead value counting and determination algorithm for the brake pedal depressed working condition includes:

[0031] S11: Record the pressure signal MCP of the brake pressure sensor every preset time T1. The i-th recorded value is MCP[i], where i = 1, 2,...;

[0032] S12: Set the total number of dead value identifiers MCP_Dead1_Cnt to zero, and update the total number of dead value identifiers every preset time t1.

[0033] S13: When |MCP[i] - MCP[i - 1]| is less than the first preset pressure difference, perform dead value identifier counting based on the preset fault acceleration counting algorithm 1.

[0034] S14: When the total number of dead value identifiers MCP_Dead1_Cnt exceeds the first preset determination threshold, it is determined that the brake pressure sensor has a dead value fault in the brake pedal depressed working condition, and an alarm for the dead value fault of the pressure sensor in the brake pedal depressed working condition is issued.

[0035] Among them, the fault acceleration counting algorithm 1 specifically includes:

[0036] When |MCP[i] - MCP[i - 1]| is less than the first preset pressure difference, increase the current total number of dead value identifiers MCP_Dead1_Cnt by the value N1, i.e., make MCP_Dead1_Cnt = MCP_Dead1_Cnt + N1

[0037] In the formula, the value N1 is the counting rate of the total number of dead value identifiers in the brake pedal depressed working condition, and the greater the absolute value of the deceleration of the current vehicle, the greater the value N1.

[0038] Furthermore, the dead value counting and determination algorithm for the brake pedal release working condition includes:

[0039] Sx1: Record the pressure signal MCP of the brake pressure sensor every preset time T2. The j-th recorded value is MCP[j], where j = 1, 2,...;

[0040] S22, the total number of dead value identifiers MCP_Dead2_Cnt is set to zero, and the total number of dead value identifiers is updated every preset time t2;

[0041] S23, when |MCP[j]-MCP[j-1]| is less than the preset pressure difference value 2, executing the dead value identification counting based on the preset fault acceleration counting algorithm 2;

[0042] S24, when the total number of dead value identifiers MCP_Dead2_Cnt exceeds the preset determination threshold value 2, it is determined that the brake pressure sensor has a brake pedal released working condition dead value fault, and a brake pedal released working condition pressure sensor dead value fault alarm is issued.

[0043] The fault acceleration counting algorithm 2 specifically includes:

[0044] When |MCP[j]-MCP[j-1]| is less than the preset pressure difference value 2, the current dead value identification total MCP_Dead2_Cnt is increased by the value N2, that is, MCP_Dead2_Cnt=MCP_Dead2_Cnt+N2

[0045] Wherein, the value N2 is the counting rate of the total number of dead value marks under the brake pedal release condition, and the smaller |MCP[j]-MCP[j-1]| is, the larger the value N2 is.

[0046] Furthermore, the credibility counting algorithm includes:

[0047] S31, determining whether the current braking condition is valid, if so, proceeding to step S32;

[0048] S32, recording a set of brake pressure sensor pressure signal values ​​corresponding to vehicle decelerations within the effective braking condition;

[0049] S33, scoring the brake pressure sensor pressure signal value corresponding to the deceleration of each vehicle in the current group according to a pre-designed scoring rule, and calculating an average score of the brake pressure sensor pressure signal value corresponding to the deceleration of each vehicle in the current group;

[0050] S34, each time the driver completes a complete pedal pressing to release process, steps S32 to S33 are repeated, and the average scores of each pedal pressing to release process are accumulated;

[0051] S35, converting the accumulated value of the average scores into the credibility MCP_Per of the current brake pressure sensor signal, in percentage;

[0052] When the credibility of the current brake pressure sensor signal exceeds a preset value, the current brake pressure sensor signal is determined to be credible; when the credibility of the current brake pressure sensor signal does not exceed the preset value, the current brake pressure sensor signal is determined to be unreliable.

[0053] Furthermore, the judgment condition of whether the vehicle is currently in a valid braking condition is:

[0054] Condition 1: The current vehicle speed Veh_Spd is greater than the preset speed value V3;

[0055] Condition 2: The current vehicle slope signal value Veh_Slope is less than the preset slope value;

[0056] Condition 3: The current vehicle brake pedal flag is valid, that is, BLS_b = 1, and it indicates that the brake pedal is pressed;

[0057] Condition 4: The current vehicle deceleration Veh_Acc satisfies: Veh_Acc<-G3;

[0058] When the above conditions 1, 2, 3 and 4 are met at the same time, it is determined that the current braking condition is valid.

[0059] Furthermore, the performing of the vehicle brake system function degradation operation includes disabling the vehicle anti-lock braking (ABS) function and the vehicle active yaw control (AYC) function, while retaining the brake traction control (BTCS) function;

[0060] The executing the vehicle brake system function recovery operation includes re-enabling the vehicle anti-lock braking (ABS) and the vehicle active yaw control (AYC) functions.

[0061] A vehicle electronic device includes a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, the method for monitoring abnormal braking pressure as described above is implemented.

[0062] A non-transitory readable storage medium stores a program, which, when executed by a vehicle electronic device, implements the above-mentioned brake pressure abnormality monitoring method.

[0063] A manual-automatic vehicle is provided with the vehicle electronic device as described above.

[0064] Compared with the prior art, the present invention has the following main advantages:

[0065] 1. The present invention proposes dead value monitoring conditions for the vehicle brake system pressure sensor, and sets up pressure sensor dead value counting judgment algorithms under the brake pedal depressed condition and the brake pedal released condition respectively. This can achieve more accurate and comprehensive pressure sensor failure scenario monitoring, can promptly detect the dead value fault of the brake pressure sensor, and control the vehicle brake system to perform the corresponding function degradation operation, effectively improving the safety of vehicle driving.

[0066] 2. The present invention is based on the existing hardware configuration of the vehicle braking system and relies solely on software algorithms to monitor brake pressure sensor failure scenarios. There is no need to specifically install additional brake pedal travel sensors. Compared with existing technologies, it can significantly save the hardware cost of the vehicle braking system.

[0067] 3. The present invention adopts a fault acceleration counting algorithm. According to the difference in the brake pressure sensor pressure signal recorded each time and the current vehicle deceleration value, the counting rate of the total number of brake pressure sensor dead value identifications in the pressure sensor dead value counting judgment algorithm is adjusted in real time, which can identify brake pressure sensor faults more efficiently and quickly.

[0068] 4. The present invention proposes a credibility counting algorithm for the pressure signal value of the brake pressure sensor, which can improve the accuracy of brake pressure sensor fault judgment. In the event of occasional dead pressure values ​​or misjudgment of faults, it can promptly identify and adjust the control strategy of the vehicle braking system and perform vehicle brake system function recovery operations.

[0069] 5. The present invention can not only identify brake pressure sensor failures caused by power supply anomalies, but can also effectively determine pressure signal anomalies caused by reasons such as blockage of the vehicle brake system hydraulic circuit and abnormality of the sensor's internal circuit. Compared with the existing technology, the monitoring of brake pressure sensor failure scenarios is more extensive and comprehensive. BRIEF DESCRIPTION OF THE DRAWINGS

[0070] Figure 1 This is an overall flow chart of a method for monitoring abnormal brake pressure in an embodiment of the present invention;

[0071] Figure 2 Schematic diagram of the alarm identification process in an embodiment of the present invention;

[0072] Figure 3 Schematic diagram of the recovery determination process in an embodiment of the present invention. DETAILED DESCRIPTION

[0073] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely for the purpose of explaining the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0074] It should be pointed out that, according to the needs of implementation, the various steps / components described in this application can be split into more steps / components, or two or more steps / components or partial operations of steps / components can be combined into new steps / components to achieve the purpose of the present invention.

[0075] In the present invention, unless otherwise expressly specified or limited, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "plurality" means at least two, for example, two, three, etc., unless otherwise expressly specified or limited.

[0076] Example 1. This embodiment provides a brake pressure abnormality monitoring method. The typical working condition it targets is that the brake pressure signal of the pressure sensor in the vehicle braking system, when the power supply of the pressure sensor is normal, is continuously abnormally in a constant value (dead value) state due to reasons such as blockage of the ESC system hydraulic circuit and abnormality of the sensor internal circuit.

[0077] In view of the above working conditions, this application identifies the dead value of the brake pressure sensor through comprehensive judgment of signals such as vehicle speed, deceleration, and brake switch.

[0078] like Figure 1 As shown, the main strategies include the following:

[0079] When the dead value monitoring conditions of the brake pedal pressed working condition are met, the dead value monitoring of the pressure sensor under the brake pedal pressed working condition is performed based on the dead value counting determination algorithm of the brake pedal pressed working condition, and it is determined whether the brake pressure sensor has a dead value fault;

[0080] When the dead value monitoring conditions of the brake pedal released working condition are met, the dead value monitoring of the pressure sensor under the brake pedal released working condition is performed based on the dead value counting determination algorithm of the brake pedal released working condition, and it is determined whether the brake pressure sensor has a dead value fault;

[0081] When it is determined that the brake pressure sensor has a dead value fault, a credibility counting algorithm is used to determine the credibility of the current brake pressure sensor signal, and to determine whether the credibility of the current brake pressure sensor signal exceeds a preset value. If not, the current brake pressure sensor signal is determined to be unreliable, and a vehicle brake system function degradation operation is performed; if so, the current brake pressure sensor signal is determined to be credible, and a vehicle brake system function recovery operation is performed.

[0082] Through the pressure sensor dead value counting judgment algorithm under the above-mentioned brake pedal pressed working conditions and brake pedal released working conditions, more accurate and comprehensive pressure sensor failure scenario monitoring can be achieved, the dead value failure of the brake pressure sensor can be discovered in time, and the vehicle braking system can be controlled to perform corresponding functional degradation operations, effectively improving the safety of vehicle driving.

[0083] Furthermore, when the following conditions are met at the same time, it is determined that the brake pedal depressed working condition dead value monitoring condition is met:

[0084] The current vehicle speed is greater than the preset speed value 1;

[0085] The current vehicle brake pedal identification position is valid and shows that the brake pedal has been pressed;

[0086] The current vehicle deceleration is greater than a preset vehicle deceleration threshold value one and less than a preset vehicle deceleration threshold value two, wherein the preset vehicle deceleration threshold value one is less than the preset vehicle deceleration threshold value two.

[0087] Furthermore, when the following conditions are met at the same time, it is determined that the brake pedal released working condition dead value monitoring condition is met:

[0088] The current vehicle speed is less than a preset speed value 2, wherein the preset speed value 2 is less than the preset speed value 1;

[0089] The current vehicle brake pedal identification position is invalid and shows that the brake pedal is released;

[0090] The current vehicle deceleration is greater than the preset vehicle deceleration threshold value 2, and the current vehicle slope signal value is less than the preset slope value.

[0091] Furthermore, the brake pedal depressed working condition dead value counting determination algorithm includes:

[0092] The total number of dead value identifiers is set to zero initially, and the total number of dead value identifiers is updated every preset time t1;

[0093] Record the brake pressure sensor pressure signal value MCP every preset time T1, and the i-th recorded value is MCP[i];

[0094] When the absolute value of the difference between two consecutive recorded brake pressure sensor pressure signal values ​​|MCP[i]-MCP[i-1]| is less than the preset pressure difference value one, the total number of dead value flags is accumulated and counted based on the preset fault acceleration counting algorithm one;

[0095] When the accumulated value of the total number of dead value identifiers exceeds the preset judgment threshold value of one, it is determined that the brake pressure sensor has a brake pedal pressed working condition dead value fault, and a brake pedal pressed working condition pressure sensor dead value fault alarm is issued.

[0096] The fault acceleration counting algorithm 1 specifically includes:

[0097] When the absolute value of the difference between two consecutive recorded brake pressure sensor pressure signal values ​​is less than the preset pressure difference value of one, the current total number of dead value identifiers is increased by a value N1. The value N1 is the counting rate of the total number of dead value identifiers when the brake pedal is pressed. The greater the absolute value of the current vehicle deceleration, the greater the value N1.

[0098] Furthermore, the brake pedal released working condition dead value counting determination algorithm includes:

[0099] The total number of dead value identifiers is set to zero initially, and the total number of dead value identifiers is updated every preset time t2;

[0100] Record the brake pressure sensor pressure signal value MCP every preset time T2, and the j-th recorded value is MCP[j];

[0101] When the absolute value of the difference between two consecutive recorded brake pressure sensor pressure signal values ​​|MCP[j]-MCP[j-1]| is less than the preset pressure difference value 2, the total number of dead value flags is accumulated and counted based on the preset fault acceleration counting algorithm 2;

[0102] When the accumulated value of the total number of dead value identifiers exceeds the preset judgment threshold value of two, it is determined that the brake pressure sensor has a brake pedal released working condition dead value fault, and a brake pedal released working condition pressure sensor dead value fault alarm is issued.

[0103] The fault acceleration counting algorithm 2 specifically includes:

[0104] When the absolute value of the difference between two consecutive recorded pressure signal values ​​of the brake pressure sensor is less than the preset pressure difference value of two, the current total number of dead value identifiers is increased by the value N2. The value N2 is the counting rate of the total number of dead value identifiers under the condition that the brake pedal is released, and the smaller the absolute value of the difference between two consecutive recorded pressure signal values ​​of the brake pressure sensor, the larger the value N2.

[0105] By adopting the above-mentioned fault acceleration counting algorithm, the counting rate of the total number of brake pressure sensor dead value identifications in the pressure sensor dead value counting judgment algorithm is adjusted in real time according to the difference in the brake pressure sensor pressure signal recorded each time and the current vehicle deceleration value, which can more efficiently and quickly identify brake pressure sensor faults.

[0106] Furthermore, the credibility counting algorithm includes:

[0107] If the vehicle is currently in a valid braking condition, then recording a set of brake pressure sensor pressure signal values ​​corresponding to the vehicle deceleration in the valid braking condition;

[0108] Scoring the brake pressure sensor pressure signal value corresponding to the deceleration of each vehicle in the current group according to a pre-designed scoring rule, and calculating the average score of the brake pressure sensor pressure signal value corresponding to the deceleration of each vehicle in the current group;

[0109] Each time the driver completes a complete pedal depression to release process, the brake pressure sensor pressure signal values ​​corresponding to a group of vehicle decelerations within the valid braking condition are re-recorded, and an average score of the brake pressure sensor pressure signal values ​​corresponding to each vehicle deceleration within the current group is calculated;

[0110] Accumulating the average scores of the brake pressure sensor pressure signal values ​​corresponding to each group of vehicle decelerations, and converting the accumulated value of the average scores into a credibility value of the current brake pressure sensor signal;

[0111] When the credibility value of the current brake pressure sensor signal exceeds a preset value, it is determined that the current brake pressure sensor signal is credible;

[0112] When the credibility value of the current brake pressure sensor signal does not exceed the preset value, it is determined that the current brake pressure sensor signal is not credible.

[0113] When the following conditions are met at the same time, it is determined that the current braking condition is valid:

[0114] The current vehicle speed is greater than a preset speed value three, wherein the preset speed value three is greater than the preset speed value one;

[0115] The current vehicle slope signal value is less than the preset slope value;

[0116] The current vehicle brake pedal identification position is valid and shows that the brake pedal has been pressed;

[0117] The current vehicle deceleration is less than a preset vehicle deceleration threshold value three, wherein the preset vehicle deceleration threshold value three is greater than the preset vehicle deceleration threshold value one and less than the preset vehicle deceleration threshold value two.

[0118] By adopting the credibility counting algorithm of the pressure signal value of the above-mentioned brake pressure sensor, the accuracy of brake pressure sensor fault judgment can be improved. In the event of occasional dead pressure values ​​or misjudgment of faults, the control strategy of the vehicle braking system can be identified and adjusted in a timely manner, and the vehicle braking system function recovery operation can be performed.

[0119] Furthermore, the performing of the vehicle brake system function degradation operation includes disabling the vehicle anti-lock braking function and the vehicle active yaw control function, while retaining the brake traction control function;

[0120] The executing the vehicle brake system function recovery operation includes re-enabling the vehicle anti-lock braking and the vehicle active yaw control functions.

[0121] The above-mentioned brake pressure abnormality monitoring method relies solely on software algorithms to monitor brake pressure sensor failure scenarios, without the need to specifically install additional brake pedal travel sensors. Compared with existing technologies, it can significantly save the hardware cost of the vehicle braking system. It can not only identify brake pressure sensor failures caused by power supply abnormalities, but also effectively determine pressure signal abnormalities caused by reasons such as blockage of the vehicle braking system's hydraulic circuit and abnormalities in the sensor's internal circuit. Compared with existing technologies, the monitoring of brake pressure sensor failure scenarios is more extensive and comprehensive.

[0122] Embodiment 2: This embodiment provides a method for monitoring abnormal brake pressure, including:

[0123] 1. Pressure sensor dead value monitoring

[0124] 1. The dead value of the pressure sensor: This means that the pressure sensor signal does not change with the actual pressure during the application and release of the brake pedal. Therefore, the monitoring conditions involved in this invention are mainly divided into two conditions: pedal application and pedal release. Specifically, when the brake is applied, the pressure sensor abnormally increases, and when the brake is released, the pressure sensor abnormally decreases.

[0125] 2. For brake pedal dead-value monitoring, the judgment principle is that when the brake pedal is pressed and the vehicle decelerates significantly due to the increase in brake pressure, the brake pressure sensor value is very small. In this case, it can be considered that the pressure sensor has a dead-value fault. The detailed judgment logic is designed as follows. First, design three prerequisites:

[0126] Condition 1: Vehicle speed is greater than 30, that is, Veh_Spd>30km / h

[0127] Condition 2: The brake pedal flag is valid, i.e. BLS_b = 1, indicating that the brake light switch is closed. When this flag is just valid, a brake pressure sensor signal MCP[0] is recorded.

[0128] Condition 3: The vehicle generates a significant deceleration, designed as: -0.8g < Veh_Acc < -0.2g.

[0129] On the premise of meeting the above three conditions, the dead value monitoring starts, which is divided into three steps:

[0130] S1: Record the signal of the master cylinder pressure sensor MCP, one every 10 ms, marked as: MCP[i], that is, MCP[1], MCP[2]…

[0131] S2: Dead value identification counting, that is, MCP_Dead_Cnt; it is updated every 10 ms;

[0132] S3: Dead value identification determination, denoted as: MCP_Dead_Flg, and the counting threshold is determined according to MCP_Dead_Cnt;

[0133] When the difference of MCP is less than 10 bar, the dead value identification counting starts; and the greater the vehicle deceleration, the faster the counting, and the counting function period is 10 ms. Specifically as follows:

[0134] IF (MCP[i] - MCP[0] < 10 bar)

[0135] {

[0136] MCP_Dead_Cnt = MCP_Dead_Cnt + N

[0137] }

[0138] The above N represents the counting rate. The present invention designs a method for accelerating the fault counting determination: when the vehicle deceleration is large and the pressure signal is still small, this situation indicates that the probability of the pressure sensor signal having a problem is greater, so the fault alarm should be accelerated, that is, the value of N varies according to the vehicle deceleration. Specifically as follows:

[0139] (1) When -0.4g < Veh_Acc < -0.2g, N = 1;

[0140] [[ID=�6]](2) When -0.6g < Veh_Acc < -0.4g, N = 2;

[0141] (3) When -0.8g < Veh_Acc < -0.6g, N = 4;

[0142] The dead value counting determination threshold is set to 400. That is

[0143] IF (MCP_Dead_Cnt > 400)

[0144] {

[0145] MCP_Dead_Flg = 1;

[0146] }

[0147] As described above, when N is 1, the alarm time is 4 seconds; when N is 2, the alarm time is 2 seconds; when N is 4, the alarm time is 1 second.

[0148] 3. When the brake pedal is released, the design idea of fault determination is that when the brake pedal is released, the signal of the master cylinder pressure sensor does not decrease normally as the actual hydraulic pressure decreases. That is, the master cylinder pressure still has a relatively large value.

[0149] The prerequisite conditions for starting monitoring are designed as follows:

[0150] Condition 1: The vehicle speed is less than 20, that is, Veh_Spd < 20 km / h. When the vehicle deceleration exceeds -0.4g, that is, Veh_Acc < -0.4g, record a signal of the brake pressure sensor MCP[0]. <​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​

[0162] In addition, the smaller the pressure difference, the greater the possibility of the sensor signal being dead. Therefore, the present invention has designed a method that varies the alarm speed according to the pressure difference. That is, the dead value alarm threshold is set to 800, and N is 4 by default. When the pressure difference threshold is different, N is also different. The design is as follows:

[0163] (1) When abs(MCP[i]-MCP[0])<15bar, N=1;

[0164] (2) When abs(MCP[i]-MCP[0])<10bar, N=2;

[0165] (3) When abs(MCP[i]-MCP[0])<5 bar, N=4;

[0166] IF(MCP_Dead2_Cnt>800)

[0167] {

[0168] MCP_Dead2_Flg=1;

[0169] }

[0170] In the above, when N is 1, the alarm duration is 8 seconds; when N is 2, the alarm duration is 4 seconds; when N is 4, the alarm duration is 2 seconds.

[0171] By setting the pressure sensor dead value counting judgment algorithm under the brake pedal depressed condition and the brake pedal released condition, more accurate and comprehensive pressure sensor failure scenario monitoring can be achieved. At the same time, in conjunction with the fault acceleration counting algorithm, the counting rate of the total number of brake pressure sensor dead value identifications in the pressure sensor dead value counting judgment algorithm is adjusted in real time according to the difference in the brake pressure sensor pressure signal recorded each time and the current vehicle deceleration value, which can more efficiently and quickly identify brake pressure sensor faults.

[0172] 2. Degradation and Recovery Strategy Design

[0173] 1. When the pressure sensor signal is determined to be a dead value fault, the brake pressure signal becomes unreliable. Therefore, to prevent unintended operation, pressure-related functions within the ESC control system must be disabled. This primarily includes the ABS and AYC functions, while torque control functions such as TCS remain enabled.

[0174] 2. For occasional dead pressure values ​​or misjudgments, the strategy needs to identify them in time and perform fault recovery. Regarding the recovery strategy, the present invention designs a method using credibility counting. The main idea is to design a credibility parameter and dynamically compare the vehicle deceleration and the master cylinder pressure signal when the driver steps on the brakes; when the corresponding relationship between the two is within the design range, the credibility parameter continues to increase, otherwise it continues to decrease. The design credibility parameter is: MCP_Per, in percentage. The strategy is divided into three steps, as follows:

[0175] S1: selection of effective braking conditions;

[0176] S2: comparison of deceleration and pressure signals;

[0177] S3: Credibility calculation;

[0178] 3. Regarding the selection of effective braking conditions, the main considerations are vehicle speed, slope, braking signal, vehicle deceleration, etc. The specific design conditions are as follows:

[0179] (1) Condition 1: Vehicle speed Veh_Spd>50km / h

[0180] (2) Condition 2: Slope Veh_Slope < 3%

[0181] (3) Condition 3: The brake pedal is depressed and the vehicle deceleration reaches -0.6g. That is, BLS_b = 1, Veh_Acc < -0.6g.

[0182] Under the premise that the above three conditions are met, each time the brake is applied, a set of vehicle deceleration and master cylinder pressure signals are recorded, capturing the effective operating condition of Veh_Acc from -0.2g to -0.6g. These signals are recorded as: Record[i] = {Veh_Acc[i], MCP[i]}. The above recording sampling rule is designed as follows: when Veh_Acc is 0, -0.2g, -0.4g, and -0.6g, the recorded MCP[i] is compared and judged.

[0183] 4. Based on the comparison and judgment results, the pressure signal credibility is counted. The judgment rules are shown in the table below. The above records contain 5 braking applications, resulting in 5 sets of valid data, totaling 20 pairs. The scoring rules for the primary operating condition are shown in Table 1. If the MCP is within the design range, the score is marked as 1; otherwise, it is 0.

[0184] Recording Data Veh_Acc-(unit: g) MCP-(unit: bar) Scoring Mark Record[1] 0 <5 X[1] Record[2] -0.2 10-20 X[2] Record[3] -0.4 30-40 X[3] Record[4] -0.6 50-60 X[4]

[0185] Each complete and effective braking is scored, and the score is recorded as R[s], where s represents the number of effective braking. The total score is calculated as follows:

[0186]

[0187] The formula for calculating credibility is:

[0188] 5. Being an MCP Per When it is ≥80%, the pressure sensor signal is determined to be credible, the fault determined above is eliminated, and the corresponding function is restored immediately.

[0189] Example 3: This example takes a fuel vehicle as an example. The current speed of the fuel vehicle is 60 km / h, and the vehicle is traveling on flat ground, that is, the slope Veh_Slope = 0%. At this time, the brake pedal identification position is valid, that is, BLS_b = 1, and the current vehicle deceleration is -0.7g.

[0190] First, determining that the current operating condition of the fuel vehicle meets the brake pedal depressed operating condition dead value monitoring condition;

[0191] Then, based on the dead value counting determination algorithm for the brake pedal depressed working condition, the dead value of the pressure sensor is monitored under the brake pedal depressed working condition, and it is determined whether the brake pressure sensor has a dead value fault;

[0192] The brake pedal depressed working condition dead value counting determination algorithm includes:

[0193] S11, recording the brake pressure sensor pressure signal MCP every preset time T1, the i-th recorded value is MCP[i], i=1, 2, ...;

[0194] S12, the total number of dead value identifiers MCP_Dead1_Cnt is set to zero, and the total number of dead value identifiers is updated every preset time t1;

[0195] S13, when |MCP[i]-MCP[i-1]| is less than the preset pressure difference value 1, executing dead value identification counting based on the preset fault acceleration counting algorithm 1;

[0196] S14, when the total number of dead value identifiers MCP_Dead1_Cnt exceeds the preset determination threshold value of one, it is determined that the brake pressure sensor has a brake pedal depressed working condition dead value fault, and a brake pedal depressed working condition pressure sensor dead value fault alarm is issued.

[0197] The fault acceleration counting algorithm 1 specifically includes:

[0198] When |MCP[i]-MCP[i-1]| is less than the preset pressure difference value 1, the current dead value identification total MCP_Dead1_Cnt is increased by the value N1, that is, MCP_Dead1_Cnt=MCP_Dead1_Cnt+N1

[0199] Wherein, the value N1 is the counting rate of the total number of dead value marks under the brake pedal depressed condition, and the greater the absolute value of the current vehicle deceleration, the greater the value N1. In this embodiment, the current vehicle deceleration is -0.7g, so let N1 = 4, that is, let MCP_Dead1_Cnt = MCP_Dead1_Cnt + 4.

[0200] At the same time, it is determined that the current operating condition of the fuel vehicle satisfies the effective braking condition, and therefore the brake pressure sensor pressure signal values ​​corresponding to any four vehicle decelerations within the effective braking condition are recorded, and the brake pressure sensor pressure signal value corresponding to each vehicle deceleration is scored and recorded as X[1], X[2], X[3], and X[4] respectively;

[0201] Next, calculate the average of X[1], X[2], X[3], and X[4] and converting the average value into the credibility MCP_Per of the current brake pressure sensor signal;

[0202] Finally, when the credibility MCP_Per of the current brake pressure sensor signal is less than 80%, it is determined that the current brake pressure sensor signal is unreliable, and the vehicle anti-lock braking (ABS) function and vehicle active yaw control (AYC) function are disabled, while the brake traction control (BTCS) function is retained;

[0203] When the credibility MCP_Per of the current brake pressure sensor signal is ≥80%, the current brake pressure sensor signal is determined to be credible, and the vehicle anti-lock braking (ABS) and the vehicle active yaw control (AYC) functions are re-enabled.

[0204] Example 4: This example takes a new energy vehicle as an example. The current speed of the new energy vehicle is 15 km / h, and the vehicle is traveling on flat ground, that is, the slope Veh_Slope = 0%. At this time, the brake pedal indicator shows that the pedal is released, that is, BLS_b = 0, and the current vehicle deceleration is -0.1g.

[0205] At this time, it is determined that the current operating condition of the new energy vehicle meets the brake pedal release operating condition dead value monitoring condition;

[0206] Therefore, based on the dead value counting judgment algorithm of the brake pedal released working condition, the dead value of the pressure sensor under the brake pedal released working condition is monitored, and it is determined whether the brake pressure sensor has a dead value fault;

[0207] The brake pedal released working condition dead value counting determination algorithm includes:

[0208] S21, recording the brake pressure sensor pressure signal MCP every preset time T2, the jth recorded value is MCP[j], j = 1, 2, ...;

[0209] S22, the total number of dead value identifiers MCP_Dead2_Cnt is set to zero, and the total number of dead value identifiers is updated every preset time t2;

[0210] S23, when |MCP[j]-MCP[j-1]| is less than the preset pressure difference value 2, executing the dead value identification counting based on the preset fault acceleration counting algorithm 2;

[0211] S24, when the total number of dead value identifiers MCP_Dead2_Cnt exceeds the preset determination threshold value 2, it is determined that the brake pressure sensor has a brake pedal released working condition dead value fault, and a brake pedal released working condition pressure sensor dead value fault alarm is issued.

[0212] The fault acceleration counting algorithm 2 specifically includes:

[0213] When |MCP[j]-MCP[j-1]| is less than the preset pressure difference value 2, the current dead value identification total MCP_Dead2_Cnt is increased by the value N2, that is, MCP_Dead2_Cnt=MCP_Dead2_Cnt+N2

[0214] Wherein, the value N2 is the counting rate of the total number of dead value marks under the brake pedal release condition, and the smaller |MCP[j]-MCP[j-1]| is, the larger the value N2 is;

[0215] In this embodiment, |MCP[j]-MCP[j-1]|<15bar, then N2=1, that is, MCP_Dead2_Cnt=

[0216] MCP_Dead2_Cnt+1;

[0217] Since the current operating condition of the fuel vehicle does not meet the effective braking condition, the current brake pressure sensor signal is directly determined to be unreliable, and the vehicle anti-lock braking (ABS) function and vehicle active yaw control (AYC) function are disabled, while the brake traction control (BTCS) function is retained.

[0218] This application uses software algorithms to efficiently and accurately monitor various pressure sensor failure scenarios, and when the brake pressure signal is abnormal, the corresponding functions of the vehicle braking system can be downgraded in a timely manner, effectively improving the safety of vehicle driving.

[0219] Example 5: Based on the same inventive concept, this embodiment also provides a vehicle electronic device, including a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor implements the brake pressure abnormality monitoring method as described above when executing the program.

[0220] At the same time, this embodiment also provides a non-transitory readable storage medium on which a program is stored. When the program is executed by the vehicle electronic device, the brake pressure abnormality monitoring method described above is implemented.

[0221] Example 6: Based on the same inventive concept, this embodiment also provides a manual-automatic vehicle, which is equipped with the vehicle electronic equipment as described above.

[0222] Furthermore, all parts of this application that are not described in detail are the same as the existing technology or are implemented using the existing technology.

[0223] In summary:

[0224] 1. The present invention proposes dead value monitoring conditions for the vehicle brake system pressure sensor, and sets up pressure sensor dead value counting judgment algorithms under the brake pedal depressed condition and the brake pedal released condition respectively. This can achieve more accurate and comprehensive pressure sensor failure scenario monitoring, can promptly detect the dead value fault of the brake pressure sensor, and control the vehicle brake system to perform the corresponding function degradation operation, effectively improving the safety of vehicle driving.

[0225] 2. The present invention is based on the existing hardware configuration of the vehicle braking system and relies solely on software algorithms to monitor brake pressure sensor failure scenarios. There is no need to specifically install additional brake pedal travel sensors. Compared with existing technologies, it can significantly save the hardware cost of the vehicle braking system.

[0226] 3. The present invention adopts a fault acceleration counting algorithm. According to the difference in the brake pressure sensor pressure signal recorded each time and the current vehicle deceleration value, the counting rate of the total number of brake pressure sensor dead value identifications in the pressure sensor dead value counting judgment algorithm is adjusted in real time, which can identify brake pressure sensor faults more efficiently and quickly.

[0227] 4. The present invention proposes a credibility counting algorithm for the pressure signal value of the brake pressure sensor, which can improve the accuracy of brake pressure sensor fault judgment. In the event of occasional dead pressure values ​​or misjudgment of faults, it can promptly identify and adjust the control strategy of the vehicle braking system and perform vehicle brake system function recovery operations.

[0228] 5. The present invention can not only identify brake pressure sensor failures caused by power supply anomalies, but can also effectively determine pressure signal anomalies caused by reasons such as blockage of the vehicle brake system hydraulic circuit and abnormality of the sensor's internal circuit. Compared with the existing technology, the monitoring of brake pressure sensor failure scenarios is more extensive and comprehensive.

[0229] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0230] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0231] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0232] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0233] It will be easily understood by those skilled in the art that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for monitoring abnormal brake pressure, characterized in that: include: When the dead value monitoring conditions of the brake pedal pressed working condition are met, the dead value monitoring of the pressure sensor under the brake pedal pressed working condition is performed based on the dead value counting determination algorithm of the brake pedal pressed working condition, and it is determined whether the brake pressure sensor has a dead value fault; When the dead value monitoring conditions of the brake pedal released working condition are met, the dead value monitoring of the pressure sensor under the brake pedal released working condition is performed based on the dead value counting determination algorithm of the brake pedal released working condition, and it is determined whether the brake pressure sensor has a dead value fault; When it is determined that the brake pressure sensor has a dead value fault, a credibility counting algorithm is used to determine the credibility of the current brake pressure sensor signal, and to determine whether the credibility of the current brake pressure sensor signal exceeds a preset value. If not, the current brake pressure sensor signal is determined to be unreliable, and a vehicle brake system function degradation operation is performed; if so, the current brake pressure sensor signal is determined to be credible, and a vehicle brake system function recovery operation is performed.

2. The method for monitoring abnormal brake pressure according to claim 1, characterized in that: When the following conditions are met at the same time, it is determined that the brake pedal pressed working condition dead value monitoring condition is met: The current vehicle speed is greater than the preset speed value 1; The current vehicle brake pedal identification position is valid and shows that the brake pedal has been pressed; The current vehicle deceleration is greater than a preset vehicle deceleration threshold value one and less than a preset vehicle deceleration threshold value two, wherein the preset vehicle deceleration threshold value one is less than the preset vehicle deceleration threshold value two.

3. The method for monitoring abnormal brake pressure according to claim 2, characterized in that: When the following conditions are met at the same time, it is determined that the brake pedal release working condition dead value monitoring condition is met: The current vehicle speed is less than a preset speed value 2, wherein the preset speed value 2 is less than the preset speed value 1; The current vehicle brake pedal identification position is invalid and shows that the brake pedal is released; The current vehicle deceleration is greater than the preset vehicle deceleration threshold value 2, and the current vehicle slope signal value is less than the preset slope value.

4. The method for monitoring abnormal brake pressure according to claim 1, characterized in that: The brake pedal depressed working condition dead value counting determination algorithm includes: The total number of dead value identifiers is set to zero initially, and the total number of dead value identifiers is updated every preset time t1; Record the brake pressure sensor pressure signal value MCP every preset time T1, and the i-th recorded value is MCP[i]; When the absolute value of the difference between two consecutive recorded brake pressure sensor pressure signal values ​​|MCP[i]-MCP[i-1]| is less than the preset pressure difference value one, the total number of dead value flags is accumulated and counted based on the preset fault acceleration counting algorithm one; When the accumulated value of the total number of dead value identifiers exceeds the preset judgment threshold value of one, it is determined that the brake pressure sensor has a brake pedal pressed working condition dead value fault, and a brake pedal pressed working condition pressure sensor dead value fault alarm is issued.

5. The method for monitoring abnormal brake pressure according to claim 4, characterized in that: The fault acceleration counting algorithm 1 specifically includes: When the absolute value of the difference between two consecutive recorded brake pressure sensor pressure signal values ​​is less than the preset pressure difference value of one, the current total number of dead value identifiers is increased by a value N1. The value N1 is the counting rate of the total number of dead value identifiers when the brake pedal is pressed. The greater the absolute value of the current vehicle deceleration, the greater the value N1.

6. The method for monitoring abnormal brake pressure according to claim 1, characterized in that: The brake pedal released working condition dead value counting determination algorithm includes: The total number of dead value identifiers is set to zero initially, and the total number of dead value identifiers is updated every preset time t2; Record the brake pressure sensor pressure signal value MCP every preset time T2, and the j-th recorded value is MCP[j]; When the absolute value of the difference between two consecutive recorded brake pressure sensor pressure signal values ​​|MCP[j]-MCP[j-1]| is less than the preset pressure difference value 2, the total number of dead value flags is accumulated and counted based on the preset fault acceleration counting algorithm 2; When the accumulated value of the total number of dead value identifiers exceeds the preset judgment threshold value of two, it is determined that the brake pressure sensor has a brake pedal released working condition dead value fault, and a brake pedal released working condition pressure sensor dead value fault alarm is issued.

7. The method for monitoring abnormal brake pressure according to claim 6, characterized in that: The fault acceleration counting algorithm 2 specifically includes: When the absolute value of the difference between two consecutive recorded pressure signal values ​​of the brake pressure sensor is less than the preset pressure difference value of two, the current total number of dead value identifiers is increased by the value N2. The value N2 is the counting rate of the total number of dead value identifiers under the condition that the brake pedal is released, and the smaller the absolute value of the difference between two consecutive recorded pressure signal values ​​of the brake pressure sensor, the larger the value N2.

8. The method for monitoring abnormal brake pressure according to claim 2, characterized in that: The credibility counting algorithm includes: If the vehicle is currently in a valid braking condition, then recording a set of brake pressure sensor pressure signal values ​​corresponding to the vehicle deceleration in the valid braking condition; Scoring the brake pressure sensor pressure signal value corresponding to the deceleration of each vehicle in the current group according to a pre-designed scoring rule, and calculating the average score of the brake pressure sensor pressure signal value corresponding to the deceleration of each vehicle in the current group; Each time the driver completes a complete pedal depression to release process, the brake pressure sensor pressure signal values ​​corresponding to a group of vehicle decelerations within the valid braking condition are re-recorded, and an average score of the brake pressure sensor pressure signal values ​​corresponding to each vehicle deceleration within the current group is calculated; Accumulating the average scores of the brake pressure sensor pressure signal values ​​corresponding to each group of vehicle decelerations, and converting the accumulated value of the average scores into a credibility value of the current brake pressure sensor signal; When the credibility value of the current brake pressure sensor signal exceeds a preset value, it is determined that the current brake pressure sensor signal is credible; When the credibility value of the current brake pressure sensor signal does not exceed the preset value, it is determined that the current brake pressure sensor signal is not credible.

9. The method for monitoring abnormal brake pressure according to claim 8, characterized in that: When the following conditions are met at the same time, it is determined that the current braking condition is valid: The current vehicle speed is greater than a preset speed value three, wherein the preset speed value three is greater than the preset speed value one; The current vehicle slope signal value is less than the preset slope value; The current vehicle brake pedal identification position is valid and shows that the brake pedal has been pressed; The current vehicle deceleration is less than a preset vehicle deceleration threshold value three, wherein the preset vehicle deceleration threshold value three is greater than the preset vehicle deceleration threshold value one and less than the preset vehicle deceleration threshold value two.

10. The method for monitoring abnormal brake pressure according to claim 1, characterized in that: The performing of the vehicle brake system function degradation operation includes disabling the vehicle anti-lock braking function and the vehicle active yaw control function, while retaining the brake traction control function; The executing the vehicle brake system function recovery operation includes re-enabling the vehicle anti-lock braking and the vehicle active yaw control functions.

11. A vehicle electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the brake pressure abnormality monitoring method according to any one of claims 1 to 10 is implemented.

12. A non-transitory readable storage medium having a program stored thereon, characterized in that: When the program is executed by a vehicle electronic device, the brake pressure abnormality monitoring method according to any one of claims 1 to 10 is implemented.

13. A manual-automatic vehicle, characterized in that: The vehicle electronic device includes the vehicle electronic device according to claim 11.

Images