Fault detection method and fault removal method of vehicle brake system

Abstract

The invention discloses a fault detection method of a vehicle braking system, a fault removal method of the vehicle braking system, a drive-by-wire chassis and a vehicle, and relates to the technical field of automatic driving. The fault detection method of the vehicle braking system comprises the following steps: acquiring braking air pressures of a plurality of braking units; receiving a first brake request signal, the first brake request signal including brake deceleration; and when at least one of the brake air pressures of the brake unit is larger than a first threshold value x0 and the brake deceleration is 0, an abnormal brake signal is output. According to the fault detection method of the vehicle braking system, the abnormal braking phenomenon of the braking system can be found, and the abnormal braking signal is output.

Description

Technical Field

[0001] The present disclosure relates to the field of autonomous driving technology, and in particular to a fault detection method for a vehicle braking system, a fault elimination method for a vehicle braking system, a wire-controlled chassis, and a vehicle. Background Art

[0002] At present, autonomous driving and unmanned driving have gradually become research hotspots in the field of vehicles. For autonomous vehicles, the driver's experience and judgment of the situation inside the vehicle are lacking, and faults may not be discovered or handled in time, resulting in reduced vehicle continuity and even safety issues.

[0003] The braking system is the core of maintaining the safe operation of the vehicle. During the normal operation of the vehicle, a complete and reasonable method is needed to detect and eliminate braking system faults in a timely manner. Summary of the invention

[0004] The present disclosure provides a fault detection method and a fault elimination method for a vehicle braking system, which can detect abnormal braking phenomena of the braking system and output abnormal braking signals.

[0005] According to one aspect of the present disclosure, a fault detection method for a vehicle braking system is provided, comprising:

[0006] Obtaining brake air pressure of multiple brake units;

[0007] receiving a first brake request signal, the first brake request signal including a brake deceleration;

[0008] When at least one of the brake air pressures of the brake unit is greater than the first threshold value x0 and the brake deceleration is 0, an abnormal brake signal is output.

[0009] In an exemplary embodiment of the present disclosure, the first braking request signal includes a pedal travel percentage; when the pedal travel percentage is less than a second threshold value y0, and at least one of the brake air pressures of the braking unit is greater than a first threshold value x0, and the braking deceleration is 0, an abnormal braking signal is output.

[0010] According to another aspect of the present disclosure, a method for eliminating a fault in a vehicle braking system is provided, comprising:

[0011] Obtain abnormal braking signal;

[0012] Acquire a second braking request signal, where the second braking request signal includes a first braking deceleration z1, and the first braking deceleration z1 is not zero;

[0013] Generate and send a brake air pressure signal according to the first brake deceleration z1, and the brake air pressure signal is used to control the brake unit to perform braking;

[0014] clearing the second brake request signal;

[0015] Make abnormal braking judgment.

[0016] In an exemplary embodiment of the present disclosure, after abnormal braking is determined, the fault elimination method includes:

[0017] If no abnormal braking signal is received, a fault relief signal is sent.

[0018] In an exemplary embodiment of the present disclosure, before generating and sending the brake air pressure signal, the method for eliminating a fault in a vehicle brake system further includes: acquiring a vehicle speed;

[0019] When the vehicle speed is not 0, a third braking request signal is generated, the third braking request signal includes a second braking deceleration z2 and a parking signal, the second braking deceleration z2 is not zero, and the parking signal is used to lock the vehicle speed to 0 when the fault release signal is not received;

[0020] When the vehicle speed is 0, a parking signal is generated.

[0021] In an exemplary embodiment of the present disclosure, before clearing the second brake request signal, the fault elimination method of the vehicle brake system further includes: maintaining the second brake request signal within a time t0.

[0022] In an exemplary embodiment of the present disclosure, after clearing the second brake request signal, the fault elimination method of the vehicle brake system further includes: maintaining the time t1 and then performing abnormal braking judgment.

[0023] According to yet another aspect of the present disclosure, a drive-by-wire chassis is provided, comprising a brake controller for executing any of the aforementioned methods for eliminating faults in a vehicle brake system.

[0024] In an exemplary embodiment of the present disclosure, the drive-by-wire chassis further includes:

[0025] A first brake module and a second brake module, wherein the first brake module is used to obtain the brake air pressure a1 of the first brake unit and the brake air pressure a2 of the second brake unit; the second brake module 2 is used to obtain the brake air pressure a3 of the third brake unit and the brake air pressure a4 of the fourth brake unit;

[0026] The first brake module and the second brake module are in communication connection with the brake controller, and are used to send the brake air pressure a1 of the first brake unit, the brake air pressure a2 of the second brake unit, the brake air pressure a3 of the third brake unit, and the brake air pressure a4 of the fourth brake unit to the brake controller;

[0027] The brake controller is connected to the vehicle controller of the vehicle through a CAN communication interface; the vehicle controller is used to generate an abnormal braking signal and a second braking request signal; the brake controller is used to generate and send a brake air pressure signal to the first brake module and the second brake module according to the first braking deceleration z1;

[0028] The first brake module is used to adjust the brake air pressure a1 of the first brake unit and the brake air pressure a2 of the second brake unit according to the brake air pressure signal; the second brake module is used to adjust the brake air pressure a3 of the third brake unit and the brake air pressure a4 of the fourth brake unit according to the brake air pressure signal.

[0029] According to yet another aspect of the present disclosure, a vehicle is provided, comprising any of the aforementioned controlled-by-wire chassis.

[0030] The fault detection method of the vehicle braking system disclosed in the present invention can monitor the brake air pressure of multiple brake units and the brake deceleration in the first brake request signal. By matching and checking the brake air pressure and the brake deceleration, abnormal braking phenomena during vehicle operation can be identified in time, and an abnormal braking signal can be output for alarm, thereby improving the safety and continuity of the operation of the autonomous driving vehicle.

[0031] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The accompanying drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present disclosure, and together with the specification are used to explain the principles of the present disclosure. Obviously, the accompanying drawings described below are only some embodiments of the present disclosure, and for ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without creative work.

[0033] Figure 1 The present invention is a flowchart of an exemplary embodiment of a fault detection method for a vehicle braking system according to the present invention.

[0034] Figure 2 The present invention is a flowchart of an exemplary embodiment of a method for eliminating a fault in a vehicle braking system according to the present invention.

[0035] Figure 3 The schematic diagram of the brake system of the disclosed wire-controlled chassis is shown in FIG. DETAILED DESCRIPTION

[0036] Example embodiments will now be described more fully with reference to the accompanying drawings. However, the example embodiments can be implemented in a variety of forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that the present disclosure will be comprehensive and complete and fully convey the concepts of the example embodiments to those skilled in the art. The same reference numerals in the figures represent the same or similar structures, and thus their detailed description will be omitted. In addition, the drawings are only schematic illustrations of the present disclosure and are not necessarily drawn to scale.

[0037] Unless otherwise specified or explained, the technical or scientific terms used in the present disclosure shall have the common meanings understood by persons with ordinary skills in the field to which the present disclosure belongs. The terms "one", "an", "the", "said" and "at least one" are used to indicate the presence of one or more elements / components / etc.; the terms "including" and "having" are used to indicate an open-ended inclusive meaning and mean that in addition to the listed elements / components / etc., there may be additional elements / components / etc.

[0038] The terms "first" and "second" are used only as labels. For example, the present disclosure may use the terms first, second, etc. to describe various information, but such information is not limited to these terms. These terms are only used to distinguish the same type of information from each other, and do not limit the quantity, importance, or order of their objects. For example, without departing from the scope of the present application, the first brake request signal may also be referred to as the second brake request signal, and similarly, the second brake request signal may also be referred to as the first brake request signal. Depending on the context, "at..." may be interpreted as "when..." or "if" or "in response to determination".

[0039] Unless otherwise specified or explained, "communication connection" can be a wired communication connection or a wireless communication connection, and can be direct communication or indirect signal connectivity through an intermediate medium.

[0040] In addition, in the subsequent description, the use of suffixes such as "module" or "unit" to represent elements is only to facilitate the description of the present application, and has no specific meaning. Therefore, the terms "module" or "unit" can be used mixedly.

[0041] The vehicle described in the present disclosure, without departing from the basic structure of the vehicle, may refer to various types of vehicles, such as passenger cars or commercial vehicles, road vehicles or off-road vehicles; the vehicle may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle or a vehicle of other power types. The vehicle may be an autonomous vehicle, a semi-autonomous vehicle or a non-autonomous vehicle.

[0042] The vehicle includes a chassis, and the chassis may include a transmission system, a steering system, a braking system, and a driving system, etc. The vehicle may also include a control unit, including but not limited to a vehicle control unit 4 (Vehicle Control Unit, VCU), a microcontroller unit (Microcontroller Unit, MCU), a cockpit domain controller (Cockpit Domain Controller, CDC), a car computer, etc. The braking system is used to control the deceleration of the vehicle. The braking system may include a service braking system for reducing the speed of the vehicle or even stopping the vehicle while driving, and a parking brake system for keeping the stopped vehicle stationary. In addition, an emergency braking system may also be included to ensure the deceleration or parking of the vehicle in the event of failure of the service braking system, and an auxiliary braking system for stabilizing the vehicle speed in conditions such as going down a long slope, and reducing the load on the service braking system to improve safety. The braking system described in the present disclosure may refer to an electronic braking system (Electronic Brake System, EBS).

[0043] In some embodiments, the braking system may also be used to convert the kinetic energy of the wheels into electrical current.

[0044] Those skilled in the art will appreciate that the above description is merely exemplary, and the architecture of the vehicle and chassis is not limited to the above description, and will not be described in detail in the present disclosure.

[0045] In particular, in the description of the present disclosure, for the convenience of description, no distinction is made between the degree or level of autonomous driving, and both partial autonomous driving and full autonomous driving are collectively referred to as "autonomous driving". The fault detection method of the exemplary embodiment of the present disclosure can output an abnormal braking signal without human intervention, and the fault removal method can remove the fault without human intervention. Therefore, the fault detection method of the vehicle braking system, the fault removal method of the vehicle braking system, the wire-controlled chassis, and the vehicle provided by the present disclosure all belong to the field of autonomous driving technology.

[0046] In some exemplary embodiments of the present disclosure, taking an autonomous driving engineering vehicle as an example, the vehicle can be used in a variety of engineering scenarios, such as agriculture, mining, and construction vehicles, which can reduce or eliminate dependence on operators, thereby improving work efficiency and safety.

[0047] However, autonomous driving engineering vehicles may face the situation of untimely fault detection and fault handling. For the braking system, abnormal braking may occur during the normal operation of the autonomous driving engineering vehicle. The inventor found that the abnormal braking of the service braking system is manifested as no braking request, but braking execution, resulting in one or some wheels being locked and the tires "dragging" on the ground. If not discovered in time, it may cause serious accidents such as tire blowout and vehicle rollover.

[0048] In view of the above problems, the present disclosure first provides a fault detection method for a vehicle braking system. Figure 1 As shown, it includes steps S100 to S300.

[0049] Step S100: obtaining the brake air pressure of multiple brake units.

[0050] Step S200: receiving a first braking request signal, where the first braking request signal includes a braking deceleration.

[0051] Step S300: When at least one of the brake air pressures of the brake unit is greater than a first threshold value x0 and the brake deceleration is 0, an abnormal brake signal is output.

[0052] Specifically, the braking system includes multiple braking units. For example, the driving braking system of the wire-controlled chassis is an electronic braking system, and its architecture can be referred to Figure 3 As shown, the first brake unit, the second brake unit, the third brake unit and the fourth brake unit are included. Each brake unit may include a brake control valve, a brake actuator and a brake air pressure sensor. The brake actuator may include, for example, a brake air chamber, a brake shoe (or a brake disc), a friction plate, etc. For example, the first brake unit includes a first brake air pressure sensor 11, the second brake unit includes a second brake air pressure sensor 12, the third brake unit includes a third brake air pressure sensor 21, and the fourth brake unit includes a fourth brake air pressure sensor 22.

[0053] In step S100, the brake pressures of the plurality of brake units are obtained by respectively obtaining the brake pressure a1 of the first brake unit, the brake pressure a2 of the second brake unit, the brake pressure a3 of the third brake unit, and the brake pressure a4 of the fourth brake unit through the first brake pressure sensor 11, the second brake pressure sensor 12, the third brake pressure sensor 21, and the fourth brake pressure sensor 22. For example, referring to Figure 3 As shown, with arrow direction F as the vehicle's forward direction, the first brake unit may be the vehicle's left front wheel brake unit; the second brake unit may be the vehicle's right front wheel brake unit; the third brake unit may be the vehicle's left rear wheel brake unit; and the fourth brake unit may be the vehicle's right rear wheel brake unit. In other embodiments, the correspondence between the brake units and the vehicle wheels may also be changed without affecting the implementation of the disclosed technical solution.

[0054] In step S200, receiving a first braking request signal may be to check whether the vehicle control unit, for example, the vehicle controller 4, has issued a braking deceleration request. When the vehicle controller 4 issues a braking deceleration request, the braking deceleration is not 0. When the vehicle controller 4 does not issue a braking deceleration request, the braking deceleration is 0.

[0055] In step S300, when the braking deceleration is 0, it means that the vehicle controller 4 has not issued a braking deceleration request, and each braking unit should not perform braking. At this time, if at least one of the braking air pressures of the braking unit is greater than the first threshold x0, it means that at least one brake actuator has performed braking, which is called a braking abnormality. For example, the braking air pressure a1 of the first braking unit, the braking air pressure a2 of the second braking unit, and the braking air pressure a3 of the third braking unit are all 0, while the braking air pressure a4 of the fourth braking unit is not zero, which means that a braking abnormality has occurred in the fourth braking unit. If it is not identified and intervened in time, the wheel corresponding to the fourth braking unit may be locked, while the wheels corresponding to the first braking unit, the second braking unit, and the third braking unit roll normally, and the wheel corresponding to the fourth braking unit "drags" on the ground, causing abnormal tire wear.

[0056] It can be seen that the fault detection method of the vehicle braking system disclosed in the present invention can monitor the brake air pressure of multiple brake units and the brake deceleration in the first brake request signal. By matching and checking the brake air pressure and the brake deceleration, it can timely identify abnormal braking phenomena during vehicle operation and output abnormal braking signals for alarm, thereby improving the safety and continuity of the operation of autonomous driving vehicles.

[0057] In particular, for autonomous driving engineering vehicles, they often work in non-road conditions. For example, for mining vehicles, during normal operation, they may be driving in open-pit mines. Mine roads are mostly long and steep, and the vehicle load is usually large, and the braking system runs at a high load. Therefore, the probability of braking abnormalities may be higher than that on ordinary roads, and once braking abnormalities are not identified in time, the accident may be more serious. In an exemplary embodiment of the present disclosure, the vehicle is an autonomous driving mining operation vehicle. The fault detection method of the vehicle braking system disclosed in the present disclosure can accurately and timely identify and alarm braking abnormalities, thereby making the vehicle more suitable for non-road scenes such as mines.

[0058] In some exemplary embodiments of the present disclosure, the first brake request signal may further include a pedal stroke percentage; when the pedal stroke percentage is less than the second threshold value y0, and at least one of the brake air pressures of the brake unit is greater than the first threshold value x0, and the brake deceleration is 0, an abnormal brake signal is output. The pedal stroke percentage may represent human intervention braking. In this exemplary embodiment, when the vehicle controller 4 does not issue a brake deceleration request, that is, when the brake deceleration is 0, if the pedal stroke percentage is less than the second threshold value y0, it is considered that no human intervention braking is performed. At this time, if the brake air pressure condition of the brake unit is met, it is determined that a braking abnormality occurs, and an abnormal brake signal is output. When the vehicle controller 4 does not issue a brake deceleration request, and the pedal stroke percentage is greater than or equal to the second threshold value y0, it is considered that human intervention braking is performed. At this time, it is not determined that a braking abnormality occurs, and an abnormal brake signal is not output. Thereby, the judgment of abnormal braking can be made more flexible, fault detection can be more accurate, and misjudgment can be reduced.

[0059] According to another aspect of the present disclosure, a method for eliminating a fault in a vehicle braking system is provided, referring to Figure 2 As shown, it includes steps S1000 to S5000.

[0060] Step S1000: Acquire an abnormal braking signal;

[0061] Step S2000: obtaining a second braking request signal, wherein the second braking request signal includes a first braking deceleration z1, and the first braking deceleration z1 is not zero;

[0062] Step S3000: generating and sending a brake air pressure signal according to the first braking deceleration z1, wherein the brake air pressure signal is used to control the brake unit to perform braking;

[0063] Step S4000: clearing the second brake request signal;

[0064] Step S5000: Make abnormal braking judgment.

[0065] Specifically, in step S1000, the abnormal braking signal is obtained, which can be obtained by the aforementioned vehicle braking system fault detection method. After the abnormal braking signal is output through steps S100 to S300, steps S2000 to S3000 are continued, and the braking unit can be braked again through the braking air pressure signal, which can be helpful to release the mechanical jam inside the braking unit and release the unreleased braking air pressure, thereby releasing the braking abnormality. In steps S4000 to S5000, after performing the braking of step S3000, the second braking request signal is cleared, and the abnormal braking judgment is performed again to check whether the braking abnormality is released.

[0066] The vehicle braking system fault elimination method disclosed in the present invention can obtain the first braking deceleration and send down a brake air pressure signal after receiving an abnormal braking signal to control the brake unit to perform braking, which is conducive to eliminating the mechanical jam inside the brake unit and releasing the unreleased brake air pressure, thereby eliminating the braking abnormality.

[0067] In other exemplary embodiments, step S1000 may also be to obtain an abnormal braking signal by other means, for example, by identifying whether a braking abnormality occurs by means of tire temperature monitoring, or the vehicle may be connected to a vehicle management network of a workplace, and by means of visual recognition, identify whether a braking abnormality occurs on a wheel, and may send an abnormal braking signal to a faulty vehicle with the braking abnormality.

[0068] In step S2000, a second braking request signal is obtained, which may be generated by the vehicle controller 4 and sent to the brake controller 3. The second braking request signal includes a first braking deceleration z1 which is not zero.

[0069] In step S3000, after receiving the first braking deceleration z1, the brake controller 3 may generate and send a brake air pressure signal according to the first braking deceleration z1. The brake controller 3 may be connected to each brake unit in communication, and may control the brake air pressure of each brake unit through the brake air pressure signal, so that the brake unit performs braking. For example, the brake controller 3 may be connected to the first brake unit, the second brake unit, the third brake unit, and the fourth brake unit in communication, and may control the brake air pressure a1 of the first brake unit, the brake air pressure a2 of the second brake unit, the brake air pressure a3 of the third brake unit, and the brake air pressure a4 of the fourth brake unit through the brake air pressure signal. By using the brake air pressure signal, the brake unit performs braking again, which may be beneficial to release the mechanical jam inside the brake unit, release the unreleased brake air pressure, and thus release the braking abnormality. In steps S4000 to S5000, after clearing the second brake request signal, abnormal braking judgment is performed again. For example, the vehicle brake system fault detection method of the aforementioned steps S100 to S300 is executed.

[0070] In an exemplary embodiment, during abnormal braking judgment in step S5000, if an abnormal braking signal is still received, steps S1000 to S5000 are continued to be executed. Multiple braking operations by the braking unit can help release the mechanical jamming inside the braking unit, thereby relieving the braking abnormality.

[0071] In an exemplary embodiment, during the abnormal braking judgment in step S5000, if no abnormal braking signal is received, a fault clearing signal is issued. Exemplarily, after the vehicle control unit, such as the vehicle controller 4, outputs the abnormal braking signal, a parking signal may also be generated. The parking signal is used to control the parking brake system so that the stopped vehicle remains stationary. The parking signal may lock the vehicle speed to 0 when the fault clearing signal is not received. For example, when the fault clearing signal is not received, even if the start signal of the power system is received, the parking signal may control the parking brake system to lock the vehicle.

[0072] In an exemplary embodiment of the present disclosure, before the brake air pressure signal is generated and sent in step S3000, the fault removal method of the vehicle brake system further includes: obtaining the vehicle speed, and when the vehicle speed is not 0, generating a third brake request signal, the third brake request signal includes a second brake deceleration z2, the second brake deceleration z2 is not zero, and is used to control the vehicle to decelerate to stop. Exemplarily, the third brake request signal may also include a neutral signal, which is used to control the vehicle transmission to shift to neutral. The third brake request signal may also include a parking signal, and after the second brake deceleration z2 controls the vehicle to decelerate to stop, the parking signal may control the vehicle to stay in place.

[0073] In an exemplary embodiment of the present disclosure, before the second brake request signal is cleared in step S4000, the fault removal method of the vehicle brake system also includes: maintaining the second brake request signal within the time t0. For example, in step S2000, the second brake request signal is obtained. For example, after the vehicle controller 4 generates the second brake request signal, the second brake request signal t0=5s is maintained, and then step S4000 is executed to clear the second brake request signal. In other exemplary embodiments, t0 can also be 3s, 2s, 7s, etc. The vehicle controller 4 can maintain the request for the first braking deceleration z1 at time t0, thereby ensuring that the brake controller 3 sends the brake air pressure signal to each brake unit, and the brake unit fully performs braking, which is conducive to relieving the mechanical jamming inside the brake unit.

[0074] In an exemplary embodiment of the present disclosure, after the second brake request signal is cleared in step S4000, the vehicle brake system fault elimination method further includes: maintaining t1 time, and then performing abnormal braking judgment in step S5000. For example, after the second brake request signal of the vehicle controller 4 is cleared, t1=3s is maintained, and then abnormal braking judgment in step S5000 is performed. In other exemplary embodiments, t1 can also be 2s, 4s, 5s, etc.

[0075] After clearing the second brake request signal, maintaining the time t1 before performing abnormal braking judgment can ensure that all signals associated with the second brake request signal in each vehicle control unit are cleared, for example, the brake air pressure signal issued by the brake controller 3 is also cleared; and ensure that the air pressure in the brake unit where mechanical jamming occurs is fully released, so as to avoid inaccurate results of re-execution of abnormal braking judgment due to insufficient clearing of the brake signal, insufficient release of air pressure, or abnormal signal jump. In addition, in one embodiment, after abnormal braking judgment is performed in step S5000, if no abnormal braking signal is received, a fault relief signal is issued, which can hand over the initiative of the vehicle to the automatic driving system and release the parking. Therefore, this exemplary embodiment can also improve the safety of the fault relief method, ensuring that the fault relief signal is output after the abnormal braking phenomenon is completely relieved, and the lock on the vehicle is released.

[0076] According to another aspect of the present disclosure, a wire-controlled chassis is provided, and the wire-controlled chassis may include a brake controller 3, and the brake controller 3 may be used to execute the vehicle brake system fault elimination method provided in the present disclosure. For example, the brake controller 3 is connected to the first brake module 1 and the second brake module 2 in communication, and the brake controller 3 is connected to the vehicle controller 4 in communication. The brake controller 3 is used to obtain a second brake request signal from the vehicle controller 4, and generate and send a brake air pressure signal to the first brake module 1 and the second brake module 2 according to the first brake deceleration z1, and the first brake module 1 is used to adjust the brake air pressure a1 of the first brake unit and the brake air pressure a2 of the second brake unit according to the brake air pressure signal; the second brake module 2 is used to adjust the brake air pressure a3 of the third brake unit and the brake air pressure a4 of the fourth brake unit according to the brake air pressure signal. In an exemplary embodiment of the present disclosure, the brake controller 3 may also be used to execute the vehicle brake system fault detection method provided in the present disclosure. For example, the first brake module 1 is used to obtain the brake air pressure a1 of the first brake unit and the brake air pressure a2 of the second brake unit; the second brake module 2 is used to obtain the brake air pressure a3 of the third brake unit and the brake air pressure a4 of the fourth brake unit; the first brake module 1 and the second brake module 2 can send the brake air pressure a1 of the first brake unit, the brake air pressure a2 of the second brake unit, the brake air pressure a3 of the third brake unit and the brake air pressure a4 of the fourth brake unit to the brake controller 3, and the brake controller 3 can send the brake air pressure of each brake unit to the vehicle controller 4, and the vehicle controller 4 can make a judgment based on the brake air pressure of each brake unit and the first brake request signal, and output an abnormal braking signal.

[0077] Exemplarily, the brake controller 3 and the vehicle controller 4 can be connected via a controller area network (CAN) communication interface, and realize the interaction of various message signals, control signals and feedback signals.

[0078] According to yet another aspect of the present disclosure, a vehicle is provided, comprising any of the aforementioned controlled-by-wire chassis.

[0079] The structure of the drive-by-wire chassis and vehicle disclosed in the present invention may refer to the description of the aforementioned exemplary embodiments. Those skilled in the art may understand that the drive-by-wire chassis may also include a drive-by-wire throttle, a drive-by-wire steering system, a drive-by-wire suspension, etc., and the vehicle may also include a body, instruments, electronic and electrical equipment, etc., which are not listed one by one here.

[0080] The wire-controlled chassis and vehicle provided by the present disclosure can execute the vehicle braking system fault detection method and the vehicle braking system fault elimination method provided in the exemplary embodiment of the present disclosure, so that abnormal braking phenomena during vehicle operation can be identified in time, and abnormal braking signals can be output for alarm, and the braking unit can be made to brake again, thereby releasing the mechanical jamming inside the braking unit and releasing the unreleased brake air pressure, thereby realizing the automatic elimination of abnormal braking faults.

[0081] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present disclosure are indicated by the appended claims.

Claims

1. A method for detecting a fault in a vehicle braking system, characterized in that: include: Obtaining brake air pressure of multiple brake units; receiving a first brake request signal, wherein the first brake request signal includes a brake deceleration; When at least one of the brake air pressures of the brake unit is greater than a first threshold value x0 and the brake deceleration is 0, an abnormal brake signal is output.

2. The fault detection method of a vehicle brake system according to claim 1, characterized in that: The first brake request signal includes a pedal stroke percentage; when the pedal stroke percentage is less than a second threshold value y0, and at least one of the brake air pressures of the brake unit is greater than a first threshold value x0, and the braking deceleration is 0, an abnormal braking signal is output.

3. A method for troubleshooting a vehicle braking system, characterized in that: include: Obtain abnormal braking signal; Acquire a second braking request signal, where the second braking request signal includes a first braking deceleration z1, where the first braking deceleration z1 is not zero; Generate and send a brake air pressure signal according to the first braking deceleration z1, wherein the brake air pressure signal is used to control the brake unit to perform braking; clearing the second brake request signal; Make abnormal braking judgment.

4. The method for eliminating a fault in a vehicle braking system according to claim 3, characterized in that: After abnormal braking is determined, the fault removal method includes: if the abnormal braking signal is not received, a fault removal signal is sent.

5. The method for eliminating a fault in a vehicle braking system according to claim 3, characterized in that: Before generating and sending the brake air pressure signal, the vehicle brake system fault elimination method further includes: obtaining the vehicle speed; When the vehicle speed is not 0, a third braking request signal is generated, wherein the third braking request signal includes a second braking deceleration z2 and a parking signal, wherein the second braking deceleration z2 is not zero, and the parking signal is used to lock the vehicle speed to 0 when the fault release signal is not received; When the vehicle speed is 0, the parking signal is generated.

6. The method for troubleshooting a vehicle brake system according to claim 3, characterized in that: Before clearing the second brake request signal, the vehicle brake system fault elimination method further includes: maintaining the second brake request signal within a time t0.

7. The method for eliminating a fault in a vehicle braking system according to claim 3, characterized in that: After clearing the second brake request signal, the vehicle brake system fault elimination method further includes: maintaining the time t1 and then performing the abnormal braking judgment.

8. A wire-controlled chassis, characterized in that: include: A brake controller (3) for executing a vehicle brake system fault elimination method according to any one of claims 3 to 7.

9. The wire-controlled chassis according to claim 8, characterized in that: The control-by-wire chassis further comprises: A first brake module (1) and a second brake module (2), wherein the first brake module (1) is used to obtain a brake air pressure a1 of a first brake unit and a brake air pressure a2 of a second brake unit; and the second brake module (2) is used to obtain a brake air pressure a3 of a third brake unit and a brake air pressure a4 of a fourth brake unit; The first brake module (1) and the second brake module (2) are in communication connection with the brake controller (3) and are used to send the brake air pressure a1 of the first brake unit, the brake air pressure a2 of the second brake unit, the brake air pressure a3 of the third brake unit and the brake air pressure a4 of the fourth brake unit to the brake controller (3); The brake controller (3) is connected to a vehicle controller (4) of the vehicle via a CAN communication interface; the vehicle controller (4) is used to generate an abnormal braking signal and a second braking request signal; the brake controller (3) is used to generate and send a brake air pressure signal to the first brake module (1) and the second brake module (2) according to the first braking deceleration z1; The first brake module (1) is used to adjust the brake air pressure a1 of the first brake unit and the brake air pressure a2 of the second brake unit according to the brake air pressure signal; the second brake module (2) is used to adjust the brake air pressure a3 of the third brake unit and the brake air pressure a4 of the fourth brake unit according to the brake air pressure signal.

10. A vehicle, characterized in that: include: The controlled-by-wire chassis according to claim 8 or 9.

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