Vehicle braking abnormity protection method, device and equipment, storage medium and product

Abstract

The invention discloses a vehicle braking abnormity protection method, device and equipment, a storage medium and a product, and relates to the technical field of vehicle braking protection.The vehicle braking abnormity protection method comprises the steps that when a vehicle is braked, the vehicle wheel failure working condition and the regenerative braking torque of a failed wheel are obtained; determining a corresponding target failure control strategy according to the wheel failure working condition; according to the corresponding target failure control strategy, the regenerative braking torque of the failed wheel is compared with the target braking torque of the failed wheel, and the target protection braking torque of each wheel is obtained; and according to the target protection braking torque, the vehicle is controlled to be braked. Compared with the prior art, according to braking force redistribution strategies under different failure conditions, intelligent adjustment of the braking force of each wheel of the vehicle is achieved through longitudinal and transverse slip rate control, and it is ensured that the vehicle can still keep good braking performance and stability even under the failure conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking protection, and in particular to a vehicle braking abnormality protection method, device, equipment, storage medium and product. Background Art

[0002] With the development of the automobile industry, modern cars pay more and more attention to safety performance. As one of the key components of vehicle safety, the performance of the braking system is directly related to driving safety. However, traditional braking systems have certain limitations when dealing with complex working conditions and failure situations, which can easily cause the braking vehicle to sway, run off the track, or even skid. In order to improve the reliability of the braking system and the overall safety of the vehicle, researchers are constantly exploring and developing more intelligent and efficient braking control technologies.

[0003] The above contents are only used to assist in understanding the technical solution of the present invention and do not constitute an admission that the above contents are prior art. Summary of the invention

[0004] The main purpose of the present invention is to provide a vehicle braking abnormality protection method, device, equipment, storage medium and product, aiming to solve the technical problem that there are certain limitations when dealing with complex working conditions and failure situations, which easily cause the braking vehicle to sway, run off the track or even skid.

[0005] To achieve the above object, the present invention provides a vehicle braking abnormality protection method, the method comprising:

[0006] When the vehicle brakes, the vehicle wheel failure condition and the regenerative braking torque of the failed wheel are obtained;

[0007] Determining a corresponding target failure control strategy according to the wheel failure condition;

[0008] According to the corresponding target failure control strategy, the regenerative braking torque of the failed wheel is compared with the target braking torque of the failed wheel to obtain the target protection braking torque of each wheel;

[0009] The vehicle is controlled to brake according to the target protection braking torque.

[0010] In one embodiment, before the step of comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking torque of each wheel, the step includes:

[0011] Obtain the slip rate difference of each wheel;

[0012] According to the braking torque transfer of the slip ratio difference, longitudinal slip ratio control and lateral slip ratio control are obtained;

[0013] The target braking torque is obtained according to the longitudinal slip ratio control and the lateral slip ratio control.

[0014] In one embodiment, the wheel failure condition includes a single wheel failure condition, the target failure control strategy includes a single wheel failure control strategy, and the step of determining the corresponding target failure control strategy according to the wheel failure condition includes:

[0015] Determining the corresponding single-wheel failure control strategy according to the single-wheel failure working condition;

[0016] Accordingly, the step of comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking torque of each wheel includes:

[0017] According to the single wheel failure control strategy, comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel;

[0018] When the regenerative braking torque of the disabled wheel is not less than the target braking torque, the target protection braking torque of the disabled wheel is adjusted to the target braking torque;

[0019] The target protection braking torque of the non-failed wheels is maintained at the target braking torque.

[0020] In one embodiment, the wheel failure condition further includes a coaxial dual-wheel failure condition, the target failure control strategy further includes a coaxial dual-wheel failure control strategy, and the step of determining the corresponding target failure control strategy according to the wheel failure condition includes:

[0021] Determining the corresponding coaxial dual-wheel failure control strategy according to the coaxial dual-wheel failure working condition;

[0022] Accordingly, the target protection braking torque includes an expected braking torque, and the step of comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking torque of each wheel includes:

[0023] According to the coaxial dual-wheel failure control strategy, comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel;

[0024] When the regenerative braking torque of the failed wheel is not less than the target braking torque, the target protection braking torque of the failed wheel is adjusted to the expected braking torque;

[0025] The target protection braking torque of the non-failed wheel is adjusted to the target braking torque.

[0026] In one embodiment, the wheel failure condition further includes a diagonal double wheel failure condition, the target failure control strategy further includes a diagonal double wheel failure control strategy, and the step of determining the corresponding target failure control strategy according to the wheel failure condition includes:

[0027] Determining the corresponding diagonal double wheel failure control strategy according to the diagonal double wheel failure working condition;

[0028] Accordingly, the step of comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking force of each wheel includes:

[0029] According to the diagonal dual wheel failure control strategy, comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel;

[0030] When the regenerative braking torque of the disabled wheel on the front side is not less than the target braking torque, the target protection braking torque of the disabled wheel is adjusted to the target braking torque;

[0031] The target protection braking torque of the non-failed wheel is maintained at the target braking torque.

[0032] In one embodiment, the wheel failure condition further includes a same-side dual-wheel failure condition, the target failure control strategy further includes a same-side dual-wheel failure control strategy, and the step of determining the corresponding target failure control strategy according to the wheel failure condition includes:

[0033] Determining the corresponding same-side double-wheel failure control strategy according to the same-side double-wheel failure working condition;

[0034] Accordingly, the step of comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking force of each wheel includes:

[0035] According to the same-side dual-wheel failure control strategy, comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel;

[0036] When the regenerative braking torque of the disabled wheel on the front side is less than the target braking torque, the target protection braking torque of the disabled wheel is adjusted to the regenerative braking torque;

[0037] The target protection braking torque of the non-failed wheel is adjusted to the regenerative braking torque.

[0038] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle braking abnormality protection device, the device comprising:

[0039] An acquisition module, used to acquire the vehicle wheel failure condition and the regenerative braking torque of the failed wheel when the vehicle brakes;

[0040] A judgment module, used to determine a corresponding target failure control strategy according to the wheel failure condition;

[0041] a control module, configured to compare the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy, so as to obtain a target protection braking torque of each wheel;

[0042] An execution module is used to control the vehicle to eliminate the vehicle failure condition according to the target protection braking torque.

[0043] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle braking abnormality protection device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, and the computer program is configured to implement the steps of the vehicle braking abnormality protection method described above.

[0044] In addition, to achieve the above-mentioned purpose, the present invention also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle braking abnormality protection method as described above are implemented.

[0045] In addition, to achieve the above-mentioned purpose, the present invention also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the vehicle braking abnormality protection method as described above are implemented.

[0046] One or more technical solutions proposed in the present invention have at least the following technical effects:

[0047] The present invention obtains the vehicle wheel failure condition and the regenerative braking torque of the failed wheel when the vehicle brakes; determines the corresponding target failure control strategy according to the wheel failure condition; compares the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking torque of each wheel; and controls the vehicle to brake according to the target protection braking torque. Compared with the prior art, the present invention realizes intelligent adjustment of the braking force of each wheel of the vehicle by controlling the longitudinal and lateral slip rates according to the braking force redistribution strategy for different failure conditions, ensuring that the vehicle can maintain good braking performance and stability even in the failure condition. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0049] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0050] Figure 1 A schematic diagram of a process flow provided for a first embodiment of a method for protecting a vehicle from abnormal braking according to the present invention;

[0051] Figure 2 A schematic diagram of a flow chart provided for the second embodiment of the vehicle braking abnormality protection method of the present invention;

[0052] Figure 3 A schematic diagram of a process flow provided for the third embodiment of the vehicle braking abnormality protection method of the present invention;

[0053] Figure 4 This is a schematic diagram of the module structure of a vehicle braking abnormality protection device according to an embodiment of the present invention;

[0054] Figure 5 It is a schematic diagram of the device structure of the hardware operating environment involved in the vehicle braking abnormality protection method in an embodiment of the present invention.

[0055] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings in conjunction with the embodiments. DETAILED DESCRIPTION

[0056] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present invention and are not used to limit the present invention.

[0057] In order to better understand the technical solution of the present invention, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0058] The main solution of the embodiment of the present invention is: when the vehicle brakes, the vehicle wheel failure condition and the regenerative braking torque of the failed wheel are obtained; the corresponding target failure control strategy is determined according to the wheel failure condition; according to the corresponding target failure control strategy, the regenerative braking torque of the failed wheel is compared with the target braking torque of the failed wheel to obtain the target protection braking torque of each wheel; according to the target protection braking torque, the vehicle is controlled to brake.

[0059] In this embodiment, for the convenience of description, the following description is made with the identification controller as the execution subject.

[0060] In the prior art, when one or more brake actuators fail during braking, the imbalance of the braking torque on both sides of the vehicle will cause the braking vehicle to yaw, run sideways or even skid. For traditional braking systems, in this case, the only way to ensure the balance of braking forces on both sides of the vehicle is to stop the wheels on the same side and fail. However, this will greatly reduce the braking capacity of the braking system. The prior art proposes how to control brake failure when the required braking force is greater than or equal to the regenerative braking force, but does not discuss in detail the processing strategy under complex failure modes. In addition, the brake failure control in the prior art relies on a simple comparison of the required braking force and the regenerative braking force, and does not discuss in depth the precise calculation method of load distribution.

[0061] The present invention provides a solution, which is to obtain the vehicle wheel failure condition and the regenerative braking torque of the failed wheel when the vehicle is braking; determine the corresponding target failure control strategy according to the wheel failure condition; compare the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking torque of each wheel; and control the vehicle to brake according to the target protection braking torque. Compared with the prior art, the present invention realizes intelligent adjustment of the braking force of each wheel of the vehicle by controlling the longitudinal and lateral slip rate according to the braking force redistribution strategy for different failure conditions, ensuring that the vehicle can maintain good braking performance and stability even in the failure condition.

[0062] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, etc. The controller is taken as an example to illustrate this embodiment and the following embodiments.

[0063] Based on this, the embodiment of the present invention provides a vehicle braking abnormality protection method, referring to Figure 1 , Figure 1 It is a flow chart of the first embodiment of the vehicle braking abnormality protection method of the present invention.

[0064] In this embodiment, the wheel braking abnormality protection method includes steps S10 to S40:

[0065] Step S10, when the vehicle is braking, obtaining the vehicle wheel failure condition and the regenerative braking torque of the failed wheel.

[0066] It should be noted that the above wheel failure condition may be a single wheel failure condition or a coaxial double wheel failure condition, etc.

[0067] It should be noted that the above-mentioned regenerative braking torque may allow the vehicle to recover kinetic energy during deceleration or braking and convert it into electrical energy.

[0068] It is understandable that the above regenerative braking torque is different in different types of vehicles, and this embodiment does not impose any limitation on this.

[0069] In a specific implementation, when the vehicle brakes, the above-mentioned wheel failure condition of the vehicle and the above-mentioned regenerative braking torque of the above-mentioned failed wheel are obtained.

[0070] Step S20, determining a corresponding target failure control strategy according to the wheel failure condition.

[0071] It should be noted that the above-mentioned target failure control strategy may be a single-wheel failure control strategy or a coaxial dual-wheel failure control strategy, etc.

[0072] In a specific implementation, the corresponding target failure control strategy is determined according to the wheel failure condition.

[0073] Step S30: According to the corresponding target failure control strategy, the regenerative braking torque of the failed wheel is compared with the target braking torque of the failed wheel to obtain the target protection braking torque of each wheel.

[0074] It should be noted that the above target braking torque may be the braking torque that the vehicle in this embodiment conventionally meets for vehicle braking;

[0075] It should be noted that the above-mentioned target protection braking torque may be the braking torque for controlling complex braking conditions in this embodiment.

[0076] It is understandable that the target braking torque and the target protection braking torque are different in different types of vehicles, and this embodiment does not limit this.

[0077] In a specific implementation, according to the corresponding target failure control strategy, the regenerative braking torque of the failed wheel is compared with the target braking torque of the failed wheel to obtain the target protection braking torque of each wheel. Since the impact of different wheel failure conditions is on the entire vehicle, even if one wheel has a braking failure, the other wheels will obtain the target protection braking torque to balance the braking condition of the entire vehicle.

[0078] Step S40: Controlling the vehicle to brake according to the target protection braking torque.

[0079] In a specific implementation, the vehicle is controlled to brake according to the above-mentioned target protection braking torque of each wheel, so as to enable the vehicle to escape from the above-mentioned various complex vehicle failure conditions and provide a safe braking environment for the occupants in the vehicle.

[0080] The present invention provides a solution, which is to obtain the vehicle wheel failure condition and the regenerative braking torque of the failed wheel when the vehicle is braking; determine the corresponding target failure control strategy according to the wheel failure condition; compare the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking torque of each wheel; and control the vehicle to brake according to the target protection braking torque. Compared with the prior art, the present invention realizes intelligent adjustment of the braking force of each wheel of the vehicle by controlling the longitudinal and lateral slip rate according to the braking force redistribution strategy for different failure conditions, ensuring that the vehicle can maintain good braking performance and stability even in the failure condition.

[0081] Based on the first embodiment of the present invention, in the second embodiment of the present invention, the same or similar contents as those in the first embodiment can refer to the above introduction, and will not be described in detail later. Figure 2 , Figure 2 It is a flow chart of the second embodiment of the vehicle braking abnormality protection method of the present invention.

[0082] In a feasible implementation manner, before step S30, steps S31' to S33' may be further included:

[0083] Step S31 ′, obtaining the slip rate difference of each wheel.

[0084] It should be noted that the above slip ratio difference may be the difference in slip ratio between different tires.

[0085] In a specific implementation, before obtaining the above slip ratio difference, considering the brake load distribution under the brake failure condition, both the longitudinal acceleration and the lateral acceleration will cause the transfer of the vertical load of the tire. The vertical load calculation formula of each tire is:

[0086]

[0087] Among them, F zfl 、F zfr 、F zrl 、F zrr are the vertical loads on the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle respectively. m is the vehicle mass, g is the acceleration of gravity, a and b are the distances from the center of mass of the vehicle to the front axle and rear axle respectively, L is the wheelbase of the vehicle, L = a + b, h g is the wheel center of mass height, a x 、a y are the longitudinal acceleration and lateral acceleration of the vehicle, B f The wheelbase of the vehicle.

[0088] According to the pedal simulator position, the expected acceleration a is obtained by looking up the table exp , and then get the expected braking force F of the whole vehicle exp =m×a exp The braking force of each wheel is distributed according to the load ratio. During conventional linear braking, if only the load transfer caused by longitudinal acceleration is considered, the braking force of each wheel is:

[0089]

[0090] If the load transfer caused by lateral acceleration is considered, the braking force transferred to each wheel is:

[0091]

[0092] Among them, F xfl 、F xfr 、F xrl 、F xrr are the braking forces of the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle, ΔF yfl , ΔF yfr , ΔF yrl , ΔF yrr The braking forces transferred to the vehicle's left front wheel, right front wheel, left rear wheel and right rear wheel respectively.

[0093] Step S32', obtaining longitudinal slip rate control and lateral slip rate control according to the braking torque transfer of the slip rate difference.

[0094] In a specific implementation, the longitudinal slip rate control and the lateral slip rate control are obtained according to the braking torque transfer of the slip rate difference, wherein the longitudinal slip rate control includes the longitudinal failure slip rate control and the longitudinal normal slip rate control, and the lateral slip rate control includes the lateral failure slip rate control and the lateral normal slip rate control.

[0095] Step S33': obtaining the target braking torque according to the longitudinal slip ratio control and the lateral slip ratio control.

[0096] In the specific implementation, during braking, the braking torque is transferred through the difference in slip rates of each wheel, which is divided into longitudinal slip rate control under failure and lateral slip rate control under failure;

[0097] The longitudinal slip control includes longitudinal failure slip control and longitudinal normal slip control. The longitudinal failure slip control is for the failed wheel under single wheel failure and diagonal failure. First, the slip difference of the diagonal wheels is calculated. The slip difference of the two diagonal wheels is obtained by subtracting the slip of the right rear wheel from the slip of the left front wheel. The left front and right rear braking force transfer coefficient f is obtained by looking up the slip difference. FLRR Similarly, we get the right front and left rear braking force transfer coefficient f FRRL The rear wheel braking force F on the side where the disabled wheel is located xj For reference, when the side where the failed wheel is located is the left side, j = rl, and when it is the right side, j = rr. The braking force that needs to be transferred to the front wheel on the side where the failed wheel is located is F WF =(1-f i )×F xj The braking force that needs to be transferred to the rear wheel on the side where the failed wheel is located is F WR =(f i -1)×F xj , where, when the failure mode is single-wheel failure and the side where the failed wheel is located is the left side, i=FRRL; when the failure mode is single-wheel failure and the side where the failed wheel is located is the right side, i=FLRR; when the failure mode is diagonal failure and the failed wheel is the left front and right rear wheel, i=FRRL; when the failure mode is diagonal failure and the failed wheel is the right front and left rear wheel, i=FLRR; longitudinal failure slip rate control is not required for other failure conditions.

[0098] Longitudinal normal slip rate control For the situation where all wheels on the same side are normal and other failure forms, the slip rate difference of the wheels on the same side is first calculated. The left side slip rate difference is obtained by subtracting the left rear wheel slip rate from the left front wheel slip rate. The corresponding left side braking force transfer coefficient f is obtained by looking up the table. L Similarly, the right front wheel slip rate is subtracted from the right rear wheel slip rate to obtain the right slip rate difference, and the corresponding right braking force transfer coefficient f is obtained by looking up the table R When the wheels on the same side are normal, the braking force F xj For reference, when the normal side is the left side, j = rl, and when it is the right side, j = rr. The braking force that needs to be transferred to the front wheel on the normal side is F NF =(1-f i )×F xj, the braking force that the rear wheel needs to transfer is F NR =(f i -1)×F xj , where i = L when the normal side is the left side, and i = R when the normal side is the right side. If it is the other failure modes, the left and right wheels are controlled by the normal longitudinal slip rate to transfer the braking force of the front and rear wheels, and the rear wheel braking force F xj For reference, the braking force that needs to be transferred to the front wheel is F WF =(1-f i )×F xj , the braking force that the rear wheel needs to transfer is F WR =(f i -1)×F xj , where the left wheel i=L, j=rl, the right wheel i=R, j=rr;

[0099] After the longitudinal slip rate is controlled, the braking forces of the left front wheel, right front wheel, left rear wheel and right rear wheel are F Lfl 、F Lfr 、F Lrl and F Lrr At this time, the braking force caused by the lateral acceleration is transferred to obtain the current braking force of the four wheels:

[0100]

[0101] The above lateral slip control includes lateral failure slip control and lateral normal slip control. The lateral failure slip control is for the failed wheel under single wheel failure and diagonal failure. Similarly, the slip difference of the diagonal wheels is calculated and then the right rear left front braking force transfer coefficient f is obtained by looking up the table. RRFL And the right front left rear braking force transfer coefficient f FRRL The braking force F of the right wheel on the axle where the failed wheel is located after the longitudinal slip rate is controlled is yj For reference, when the axle where the failed wheel is located is the front axle, j = fr, and when it is the rear axle, j = rr. The braking force that needs to be transferred to the left wheel of the axle where the failed wheel is located is F WL =(f i -1)×F yj , the braking force that needs to be transferred to the right wheel of the axle where the failed wheel is located is F WR =(1-f i )×F yj, where, when the failure mode is single-wheel failure and the axle where the failed wheel is located is the front axle, i=RRFL; when the failure mode is single-wheel failure and the axle where the failed wheel is located is the rear axle, i=FRRL; when the failure mode is diagonal failure and the failed wheel is the left front and right rear wheel, i=FRRL; when the failure mode is diagonal failure and the failed wheel is the right front and left rear wheel, i=FLRR; the other failure modes do not require lateral failure slip rate control.

[0102] For the lateral normal slip rate control, for the cases where all wheels on the same side are normal and other failure forms, the slip rate difference of the coaxial wheels is calculated first. The front axle slip rate difference is obtained by subtracting the left front wheel slip rate from the right front wheel slip rate. The corresponding front axle braking force transfer coefficient f is obtained by looking up the table. f Similarly, the rear axle slip rate difference is obtained by subtracting the left rear wheel slip rate from the right rear wheel slip rate, and the corresponding rear axle braking force transfer coefficient f is obtained by looking up the table. r When the wheels on the same axle are normal, the braking force F of the right wheel on the normal axle yj For reference, when the normal axle is the front axle, j = fr, and when it is the rear axle, j = rr. The braking force that needs to be transferred to the left wheel of the normal axle is F Nf =(f i -1)×F yj , the braking force that needs to be transferred to the right wheel is F Nr =(1-f i )×F yj , where i = r when the normal axle is the front axle, and i = f when it is the rear axle. If it is the other failure modes, the front and rear axle wheels are controlled by the lateral normal slip rate to transfer the braking force of the left and right wheels, with the right wheel braking force F yj For reference, the braking force that needs to be transferred to the left wheel is F Wf =(f i -1)×F yj , the braking force that needs to be transferred to the right wheel is F Wr =(1-f i )×F yj , where the front axle wheel i=f, j=fr, and the rear axle wheel i=r, j=rr. After the longitudinal and lateral slip rate control, the braking forces allocated to the left front wheel, right front wheel, left rear wheel, and right rear wheel are F respectively. fl 、F fr 、F rl 、F rr At this time, the target braking torque of the four wheels is:

[0103]

[0104] The maximum braking torque is:

[0105]

[0106] Where R is the wheel radius, μ max is the maximum road adhesion coefficient. Assuming that the maximum braking intensity provided by the vehicle's braking energy recovery is z0, the maximum regenerative braking torque provided by the maximum energy recovery of a single wheel is T c =0.25×m×g×z0×R, total expected braking torque T exp =F exp ×R.

[0107] Based on the second embodiment of the present invention, in the third embodiment of the present invention, the same or similar contents as those in the second embodiment can be referred to the above introduction, and will not be described in detail later. Figure 3 , Figure 3 It is a flow chart of the third embodiment of the vehicle braking abnormality protection method of the present invention.

[0108] In a feasible implementation, step S20 may include step S201, and step S30 may include steps S301 to S303:

[0109] Step S201, determining the corresponding single-wheel failure control strategy according to the single-wheel failure working condition.

[0110] In a specific implementation, the corresponding single-wheel failure control strategy is determined according to the single-wheel failure working condition.

[0111] Step S301: According to the single wheel failure control strategy, the regenerative braking torque of the failed wheel is compared with the target braking torque of the failed wheel.

[0112] Step S302: When the regenerative braking torque of the failed wheel is not less than the target braking torque, the target protection braking torque of the failed wheel is adjusted to the target braking torque.

[0113] Step S303: maintaining the target protection braking torque of the non-failed wheels at the target braking torque.

[0114] In the specific implementation, take the failure of the left front wheel as an example (the same applies to the failure of the other three wheels):

[0115] When the regenerative braking torque provided by the left front wheel through braking energy recovery is greater than or equal to the target braking torque of the left front wheel, that is, T fl ≤T c , only the braking energy recovery of the left front wheel can make up for the braking torque lost due to the failure of the left front wheel. At this time, the left front wheel outputs the regenerative braking torque according to the target braking torque of the wheel. In addition, the normal braking torques of the three wheels are still output according to their respective target braking torques:

[0116]

[0117] When the regenerative braking torque provided by the left front wheel through braking energy recovery is less than the target braking torque of the wheel, but the sum of the regenerative braking torque provided by the left front wheel through braking energy recovery and the maximum braking torque that the left rear wheel can provide is greater than or equal to the total target braking torque of the left wheel, that is,

[0118]

[0119] At this time, the regenerative braking torque of the left front wheel alone cannot completely compensate for the lost braking torque of the left front wheel, but the left rear wheel can compensate for the remaining braking torque. At this time, the left front wheel outputs the maximum regenerative braking torque. The normal output braking torque of the three wheels is:

[0120]

[0121] When the sum of the regenerative braking torque provided by the left front wheel through brake energy recovery and the maximum braking torque that the left rear wheel can provide is less than the total target braking torque of the left wheels, but the target braking torque of all non-failed wheels is adjusted to the maximum value and the regenerative braking torque generated by the brake energy recovery of the failed wheel is greater than or equal to the target braking torque of the whole vehicle, that is,

[0122]

[0123] At this time, adjusting the braking torque of the left rear wheel to the maximum braking torque cannot compensate for the remaining braking torque lost by the left front wheel brake failure, so all wheels on the non-failed side are adjusted. Considering the difference in load between the front and rear wheels during braking, in order to make full use of the road adhesion coefficient, the target braking torque of the wheel on the brake failure side is distributed to the front and rear wheels on the non-failed side according to the load relationship. At this time, the left front wheel outputs the maximum regenerative braking torque, and the normal three-wheel output braking torque is shown in the following formula:

[0124]

[0125] When the target braking torque of all non-failed wheels is adjusted to the maximum value and the regenerative braking torque generated by the braking energy recovery of the failed wheel is also less than the target braking torque of the whole vehicle, that is, T fl +T fr +T rl +T rr >T c +T frmax +T rlmax +T rrmax At this time, when the target braking torques of the remaining three wheels have reached their maximum values ​​and cannot compensate for the braking torque lost due to the failure of the left front wheel, the target braking torque is still distributed according to the distribution algorithm shown in the above formula to avoid a large yaw angle of the vehicle.

[0126] In a feasible implementation, step S20 may include step S202, and step S30 may include steps S304 to S306:

[0127] Step S202, determining the corresponding coaxial dual-wheel failure control strategy according to the coaxial dual-wheel failure working condition.

[0128] In a specific implementation, the corresponding coaxial dual-wheel failure control strategy is determined according to the coaxial dual-wheel failure working condition.

[0129] Step S304: comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the coaxial dual-wheel failure control strategy.

[0130] Step S305: When the regenerative braking torque of the failed wheel is not less than the target braking torque, the target protection braking torque of the failed wheel is adjusted to the expected braking torque.

[0131] Step S306: adjusting the target protection braking torque of the non-failed wheel to the target braking torque.

[0132] In the specific implementation, take the front axle failure as an example (the same applies to the rear axle failure):

[0133] When the regenerative braking torque provided by the braking energy recovery of the two wheels of the current axle is greater than or equal to the target braking torque of the two failed wheels, that is, T fl +T fr ≤2×T c At this time, only the braking energy recovery of the two front axle wheels can compensate for the braking force lost due to the failure of the front axle, that is, the two front axle wheels output regenerative braking torque according to the expected braking torque of each wheel, and the two rear axle wheels output according to the original expected braking torque:

[0134]

[0135] When the braking energy recovery of the two front wheels cannot fully compensate for the braking torque lost due to the failure of the front axle, but the braking torque of the two rear wheels can fully compensate for the remaining braking torque, that is,

[0136]

[0137] The braking energy recovery of the two rear wheels alone cannot make up for the braking torque lost due to the failure of the rear axle. At this time, the braking torque of the two front wheels of the vehicle can be adjusted to fully compensate for the remaining lost braking torque. The two front wheels output the maximum regenerative braking torque, and the output braking torque of the two rear wheels is:

[0138]

[0139] When the braking force of the two wheels on the rear axle of the vehicle still cannot meet the target braking torque of the vehicle, that is, T fl +T fr +T rl +T rr >2×T c +T rlmax +T rrmax At this time, the braking torque output by the two wheels on the rear axle cannot completely make up for the remaining loss of braking torque. The two wheels on the front axle output the maximum regenerative braking torque, and the two wheels on the rear axle output the maximum braking torque of the wheel, that is, the braking torque of the two wheels on the rear axle is:

[0140]

[0141] In a feasible implementation, step S20 may include step S203, and step S30 may include steps S307 to S309:

[0142] Step S203, determining the corresponding diagonal double wheel failure control strategy according to the diagonal double wheel failure working condition.

[0143] In a specific implementation, the corresponding diagonal double wheel failure control strategy is determined according to the diagonal double wheel failure working condition.

[0144] Step S307: comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the diagonal dual wheel failure control strategy.

[0145] Step S308: When the regenerative braking torque of the front disabled wheel is not less than the target braking torque, the target protection braking torque of the disabled wheel is adjusted to the target braking torque.

[0146] Step S309: maintaining the target protection braking torque of the non-failed wheel at the target braking torque.

[0147] In the specific implementation, due to load transfer, the braking torque lost when the front wheel fails is large. When the braking torque lost when the front wheel fails can be compensated by the regenerative braking torque of the brake energy recovery of that wheel, the braking torque lost when the rear wheel fails can also be compensated by the brake energy recovery of that wheel, but not vice versa. Therefore, in the case of simultaneous failure of the front and rear wheels, only consider whether the regenerative braking torque of the brake energy recovery of the front wheel can make up for the lost target braking torque. Take the failure of the right front and left rear as an example (the same applies to the failure of the left front and right rear):

[0148] When the regenerative braking torque provided by the right front wheel through braking energy recovery is greater than or equal to the right front wheel target braking torque, that is, T fr ≤T c, the braking torque lost due to wheel failure can be compensated by the regenerative braking torque of the failed wheel alone. At this time, the right front wheel and the left rear wheel output the regenerative braking torque at the original target braking torque, and the braking torques of the two normal wheels are still output according to their respective target braking torques:

[0149]

[0150] When the regenerative braking torque provided by the right front wheel through brake energy recovery is less than the target braking torque of the right front wheel, but the maximum braking torque of the non-failed wheel plus the regenerative braking torque provided by the brake energy recovery of the failed wheel is greater than or equal to the target braking torque of the whole vehicle, that is:

[0151]

[0152] The braking intensity requirement of the driver can be met by adjusting the braking torque output by the right rear wheel and the left front wheel. At this time, the right front wheel and the left rear wheel output the maximum regenerative braking torque. In order to minimize the yaw angle of the vehicle, the braking torques of the remaining two wheels are:

[0153]

[0154] When the braking torque of the remaining two wheels cannot meet the target braking torque of the vehicle, that is, T fl +T fr +T rl +T rr >2×T c +T flmax +T rrmax , the maximum braking intensity can be achieved by redistributing the braking torque of the normal wheels. In order to minimize the yaw angle of the vehicle, the braking torque of the remaining two wheels is output as the maximum braking torque of the rear wheels:

[0155]

[0156] In a feasible implementation, step S20 may include step S204, and step S30 may include steps S310 to S312:

[0157] Step S204, determining the corresponding same-side double-wheel failure control strategy according to the same-side double-wheel failure working condition.

[0158] In a specific implementation, the corresponding same-side double-wheel failure control strategy is determined according to the above-mentioned same-side double-wheel failure working condition.

[0159] Step S310: comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the same-side dual-wheel failure control strategy.

[0160] Step S311: when the regenerative braking torque of the failed wheel on the front side is less than the target braking torque, the target protection braking torque of the failed wheel is adjusted to the regenerative braking torque.

[0161] Step S312: adjusting the target protection braking torque of the non-failed wheel to the regenerative braking torque.

[0162] In the specific implementation, take the failure of the left double wheels as an example (the same applies to the failure of the right double wheels):

[0163] When the regenerative braking torque provided by the left front wheel through braking energy recovery is greater than or equal to the target braking torque of the wheel, that is, T fl ≤T c , the braking torque lost due to wheel failure can be compensated by the regenerative braking torque of the failed wheel alone. At this time, the left front wheel and the left rear wheel output the regenerative braking torque at the original target braking torque, and the braking torques of the two normal wheels are still output according to their respective target braking torques:

[0164]

[0165] When the regenerative braking torque provided by the left front wheel through braking energy recovery is less than the target braking torque of the left front wheel, that is, T fl >T c When the braking energy recovery of the two failed wheels alone cannot make up for the braking torque lost due to the failure, in this scenario, when the braking force is compensated for the non-failed side wheels, a large yaw angle will be generated, thus affecting the driving safety of the vehicle. Therefore, in order to give priority to the braking stability, the braking torque of the remaining two wheels on the non-failed side is:

[0166]

[0167] It should be noted that the above examples are only used to understand the present invention and do not constitute a limitation on the vehicle braking abnormality protection method of the present invention. More simple transformations based on this technical concept are all within the protection scope of the present invention.

[0168] The present invention also provides a vehicle braking abnormality protection device, please refer to Figure 4 , Figure 4 This is a schematic diagram of the module structure of a vehicle braking abnormality protection device according to an embodiment of the present invention, wherein the vehicle braking abnormality protection device comprises:

[0169] An acquisition module 10 is used to acquire a vehicle wheel failure condition and a regenerative braking torque of a failed wheel when the vehicle is braking;

[0170] A judgment module 20, used to determine a corresponding target failure control strategy according to the wheel failure condition;

[0171] A control module 30, configured to compare the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy, so as to obtain a target protection braking torque of each wheel;

[0172] The execution module 40 is used to control the vehicle to eliminate the vehicle failure condition according to the target protection braking torque.

[0173] The vehicle braking abnormality protection device provided by the present invention adopts the vehicle braking abnormality protection method in the above embodiment, which can solve the technical problem of vehicle braking abnormality protection. Compared with the prior art, the beneficial effects of the vehicle braking abnormality protection device provided by the present invention are the same as the beneficial effects of the vehicle braking abnormality protection method provided by the above embodiment, and other technical features in the vehicle braking abnormality protection device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0174] The present invention provides a vehicle braking abnormality protection device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle braking abnormality protection method in the above-mentioned embodiment one.

[0175] Reference below Figure 5 , which shows a schematic diagram of the structure of a vehicle braking abnormality protection device suitable for implementing an embodiment of the present invention. The vehicle braking abnormality protection device in the embodiment of the present invention may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The illustrated vehicle braking abnormality protection device is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0176] like Figure 5As shown, the vehicle brake abnormality protection device may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the vehicle brake abnormality protection device are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the vehicle brake abnormality protection device to communicate wirelessly or wired with other devices to exchange data. Although the vehicle brake abnormality protection device with various systems is shown in the figure, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0177] In particular, according to the embodiments disclosed in the present invention, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present invention include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through a communication device, or installed from the storage device 1003, or installed from the ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present invention are executed.

[0178] The vehicle braking abnormality protection device provided by the present invention adopts the vehicle braking abnormality protection method in the above embodiment, which can solve the technical problem of vehicle braking abnormality protection. Compared with the prior art, the beneficial effects of the vehicle braking abnormality protection device provided by the present invention are the same as the beneficial effects of the vehicle braking abnormality protection method provided by the above embodiment, and other technical features in the vehicle braking abnormality protection device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0179] It should be understood that the various parts disclosed in the present invention can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0180] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

[0181] The present invention provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the vehicle braking abnormality protection method in the above-mentioned embodiment.

[0182] The computer-readable storage medium provided by the present invention may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0183] The computer-readable storage medium may be included in the vehicle braking abnormality protection device; or may exist independently without being assembled into the vehicle braking abnormality protection device.

[0184] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the vehicle braking abnormality protection device, the vehicle braking abnormality protection device: when the vehicle brakes, obtains the vehicle wheel failure condition and the regenerative braking torque of the failed wheel; determines the corresponding target failure control strategy according to the wheel failure condition; according to the corresponding target failure control strategy, compares the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel to obtain the target protection braking torque of each wheel; and controls the vehicle to brake according to the target protection braking torque.

[0185] Computer program code for performing the operations of the present invention may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0186] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present invention. In this regard, each square 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 square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square 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 square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0187] The modules involved in the embodiments of the present invention may be implemented by software or hardware, wherein the name of the module does not limit the unit itself in some cases.

[0188] The readable storage medium provided by the present invention is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned vehicle braking abnormality protection method, and can solve the technical problem of vehicle braking abnormality protection. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present invention are the same as the beneficial effects of the vehicle braking abnormality protection method provided by the above-mentioned embodiment, and will not be repeated here.

[0189] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the vehicle braking abnormality protection method as described above are implemented.

[0190] The computer program product provided by the present invention can solve the technical problem of abnormal braking protection of vehicles. Compared with the prior art, the beneficial effects of the computer program product provided by the present invention are the same as the beneficial effects of the abnormal braking protection method of vehicles provided by the above embodiments, which will not be described in detail here.

[0191] The above descriptions are only some embodiments of the present invention, and are not intended to limit the patent scope of the present invention. All equivalent structural changes made using the contents of the present invention's specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields, are included in the patent protection scope of the present invention.

Claims

1. A vehicle braking abnormality protection method, characterized in that: The vehicle braking abnormality protection method comprises: When the vehicle brakes, the vehicle wheel failure condition and the regenerative braking torque of the failed wheel are obtained; Determining a corresponding target failure control strategy according to the wheel failure condition; According to the corresponding target failure control strategy, the regenerative braking torque of the failed wheel is compared with the target braking torque of the failed wheel to obtain the target protection braking torque of each wheel; The vehicle is controlled to brake according to the target protection braking torque.

2. The vehicle braking abnormality protection method according to claim 1, characterized in that: Before the step of comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking torque of each wheel, the method comprises: Obtain the slip rate difference of each wheel; According to the braking torque transfer of the slip ratio difference, longitudinal slip ratio control and lateral slip ratio control are obtained; The target braking torque is obtained according to the longitudinal slip ratio control and the lateral slip ratio control.

3. The vehicle braking abnormality protection method according to claim 1, characterized in that: The wheel failure condition includes a single wheel failure condition, the target failure control strategy includes a single wheel failure control strategy, and the step of determining the corresponding target failure control strategy according to the wheel failure condition includes: Determining the corresponding single-wheel failure control strategy according to the single-wheel failure working condition; Accordingly, the step of comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking torque of each wheel includes: According to the single wheel failure control strategy, comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel; When the regenerative braking torque of the disabled wheel is not less than the target braking torque, the target protection braking torque of the disabled wheel is adjusted to the target braking torque; The target protection braking torque of the non-failed wheels is maintained at the target braking torque.

4. The vehicle braking abnormality protection method according to claim 3, characterized in that: The wheel failure condition further includes a coaxial dual-wheel failure condition, the target failure control strategy further includes a coaxial dual-wheel failure control strategy, and the step of determining the corresponding target failure control strategy according to the wheel failure condition includes: Determining the corresponding coaxial dual-wheel failure control strategy according to the coaxial dual-wheel failure working condition; Accordingly, the target protection braking torque includes an expected braking torque, and the step of comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking torque of each wheel includes: According to the coaxial dual-wheel failure control strategy, comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel; When the regenerative braking torque of the failed wheel is not less than the target braking torque, the target protection braking torque of the failed wheel is adjusted to the expected braking torque; The target protection braking torque of the non-failed wheel is adjusted to the target braking torque.

5. The vehicle braking abnormality protection method according to claim 4, characterized in that: The wheel failure condition further includes a diagonal double wheel failure condition, the target failure control strategy further includes a diagonal double wheel failure control strategy, and the step of determining the corresponding target failure control strategy according to the wheel failure condition includes: Determining the corresponding diagonal double wheel failure control strategy according to the diagonal double wheel failure working condition; Accordingly, the step of comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking force of each wheel includes: According to the diagonal dual wheel failure control strategy, comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel; When the regenerative braking torque of the disabled wheel on the front side is not less than the target braking torque, the target protection braking torque of the disabled wheel is adjusted to the target braking torque; The target protection braking torque of the non-failed wheel is maintained at the target braking torque.

6. The vehicle braking abnormality protection method according to claim 5, characterized in that: The wheel failure condition further includes a same-side dual-wheel failure condition, the target failure control strategy further includes a same-side dual-wheel failure control strategy, and the step of determining the corresponding target failure control strategy according to the wheel failure condition includes: Determining the corresponding same-side double-wheel failure control strategy according to the same-side double-wheel failure working condition; Accordingly, the step of comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy to obtain the target protection braking force of each wheel includes: According to the same-side dual-wheel failure control strategy, comparing the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel; When the regenerative braking torque of the disabled wheel on the front side is less than the target braking torque, the target protection braking torque of the disabled wheel is adjusted to the regenerative braking torque; The target protection braking torque of the non-failed wheel is adjusted to the regenerative braking torque.

7. A vehicle braking abnormality protection device, characterized in that: The device comprises: An acquisition module, used to acquire the vehicle wheel failure condition and the regenerative braking torque of the failed wheel when the vehicle brakes; A judgment module, used to determine a corresponding target failure control strategy according to the wheel failure condition; a control module, configured to compare the regenerative braking torque of the failed wheel with the target braking torque of the failed wheel according to the corresponding target failure control strategy, so as to obtain a target protection braking torque of each wheel; An execution module is used to control the vehicle to eliminate the vehicle failure condition according to the target protection braking torque.

8. A vehicle braking abnormality protection device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle braking abnormality protection method according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle braking abnormality protection method according to any one of claims 1 to 6 are implemented.

10. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the steps of the vehicle braking abnormality protection method according to any one of claims 1 to 6 are implemented.

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