Redundant braking control method and system based on automatic driving

Abstract

The invention discloses a redundant braking control method and system based on automatic driving, and the method comprises the steps: obtaining the health information of a braking system, the electric quantity of a battery and the health state of the battery of a vehicle in an automatic driving mode; if the braking system health information is a fault, the battery health state is larger than a first threshold value, and the battery electric quantity is larger than a second threshold value, the emergency electric braking activation condition is met; after the emergency electric braking activation condition is met, acquiring the temperature of a battery cell, the maximum charging power of the battery and the current normal allowable charging power of the battery; calculating emergency allowable charging power according to the battery cell temperature and the maximum charging power of the battery; and according to the emergency allowable charging power and the normal allowable charging power, a battery is controlled to release emergency charging capacity in the vehicle braking process, and the emergency charging capacity is used for energy recovery. Therefore, the defect that the redundant braking capacity of the braking system is insufficient when the power battery is nearly fully charged can be effectively overcome.

Description

Technical Field

[0001] The present invention relates to the field of vehicle braking technology, and in particular to a redundant braking control method and system based on automatic driving. Background Art

[0002] Level 3 autonomous driving requires meeting the corresponding functional safety level, which requires a dual-redundancy mechanism for the braking system. However, when the battery is nearly fully charged, the peak charging power of the battery is limited by the chemical characteristics of the battery cells, making it impossible to instantly release redundant charging capacity during emergency braking. Traditional electric brakes fail because the battery cannot absorb the recharged energy, resulting in insufficient redundant braking capacity and compromising driving safety. Summary of the Invention

[0003] In view of the above problems, the present invention provides a redundant braking control method and system based on automatic driving to overcome the defect of insufficient redundant braking capacity of the braking system caused by the power battery being close to full charge.

[0004] According to a first aspect of the present invention, a redundant braking control method based on automatic driving is provided, comprising:

[0005] In autonomous driving mode, obtain the vehicle's brake system health information, battery power level, and battery health status;

[0006] If the brake system health information indicates a fault, the battery health status is greater than a first threshold, and the battery power level is greater than a second threshold, then the emergency electric brake activation condition is met; wherein the second threshold value ranges from 90% to 97%;

[0007] After the emergency electric brake activation condition is met, obtaining the battery cell temperature, the maximum charging power of the battery, and the current normal allowable charging power of the battery;

[0008] Calculating an emergency permissible charging power according to the battery cell temperature and the maximum charging power of the battery;

[0009] According to the emergency permissible charging power and the normal permissible charging power, the battery is controlled to release emergency charging capacity for energy recovery during vehicle braking.

[0010] Optionally, if the brake system health information indicates a fault, the battery health status is greater than a first threshold, and the battery power is greater than a second threshold, before the emergency electric brake activation condition is met, the method includes:

[0011] Get the number of times the emergency electric brake is activated;

[0012] If the number of emergency electric brake activations is less than a preset number and no emergency electric brake activation condition is detected to be met within a preset time period, whether the emergency electric brake activation condition is met is determined based on the brake system health information, the battery health status, and the battery power.

[0013] Optionally, calculating the emergency permissible charging power according to the battery cell temperature and the maximum charging power of the battery includes:

[0014] determining a decay coefficient within a preset target range according to the battery cell temperature;

[0015] The emergency permissible charging power is calculated according to the attenuation coefficient, the battery cell temperature, and the maximum charging power of the battery.

[0016] Optionally, calculating the emergency permissible charging power according to the attenuation coefficient, the battery cell temperature, and the maximum charging power of the battery includes:

[0017] The emergency permissible charging power is calculated according to the attenuation coefficient, the battery cell temperature, and the maximum charging power of the battery using the following formula:

[0018] P emerg =P max ×e -λt

[0019] Among them, P emerg is the emergency charging power, λ is the attenuation coefficient, P max is the maximum charging power of the battery, and t is the acquisition time.

[0020] Optionally, controlling the battery to release emergency charging capacity for energy recovery during vehicle braking according to the emergency permissible charging power and the normal permissible charging power includes:

[0021] determining a power decrease trend within a preset charging time according to the emergency permissible charging power and the normal permissible charging power;

[0022] During vehicle braking, based on the power reduction trend, the charging power of the battery is controlled to decrease from the emergency permissible charging power to the normal permissible charging power within a preset charging time.

[0023] Optionally, the method further includes:

[0024] If it is detected that the vehicle is in the plug-in charging mode, the battery is controlled to perform a shallow charge cycle to repair the electrode solid electrolyte interface membrane of the battery.

[0025] Optionally, the method further includes:

[0026] During the vehicle braking process, obtaining the battery cell voltage and battery cell temperature;

[0027] If the cell voltage is greater than a voltage threshold, or the cell temperature is greater than a temperature threshold, emergency charging of the battery is stopped.

[0028] According to a third aspect of the present invention, a redundant braking control system based on autonomous driving is provided, using the aforementioned redundant braking control method based on autonomous driving; the system comprises: an autonomous driving controller, a power domain controller, and a battery management controller;

[0029] The autonomous driving controller is configured to obtain, in the autonomous driving mode, brake system health information, battery power, and battery health status of the vehicle, and send a first emergency charging capability release request to the power domain controller when the brake system health information indicates a fault;

[0030] After receiving the first emergency charging capability release request, the power domain controller determines that the emergency electric braking activation condition is met if it detects that the battery health state is greater than a first threshold and the battery power is greater than a second threshold, and sends a second emergency charging capability release request to the battery management controller; wherein the value range of the second threshold is 90%-97%;

[0031] After receiving the second emergency charging capacity release request, the battery management controller obtains the battery cell temperature, the maximum charging power of the battery, and the current normal allowable charging power of the battery, and calculates the emergency allowable charging power based on the battery cell temperature and the maximum charging power of the battery; based on the emergency allowable charging power and the normal allowable charging power, the battery is controlled to release the emergency charging capacity for energy recovery during vehicle braking.

[0032] According to a third aspect of the present invention, a controller is provided, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the aforementioned redundant braking control method based on autonomous driving.

[0033] According to a fourth aspect of the present invention, a vehicle is provided, comprising a vehicle body and a controller installed in the vehicle body, wherein the controller executes the aforementioned redundant braking control method based on automatic driving.

[0034] The above one or more technical solutions in the embodiments of this specification have at least the following technical effects:

[0035] The embodiments of this specification provide a redundant braking control method and system based on autonomous driving. In autonomous driving mode, the vehicle's brake system health information, battery power, and battery health status are obtained. If the brake system health information indicates a fault, the battery health status is greater than a first threshold, and the battery power is greater than a second threshold, the emergency electric brake activation condition is met. After the emergency electric brake activation condition is met, the battery cell temperature, the maximum battery charging power, and the battery's current normal allowable charging power are obtained. The emergency allowable charging power is calculated based on the battery cell temperature and the maximum battery charging power. Based on the emergency allowable charging power and the normal allowable charging power, the battery is controlled to release emergency charging capacity during vehicle braking for energy recovery. In this way, by dynamically adjusting the battery charging power and temporarily releasing the battery charging capacity, the defect of insufficient redundant braking capacity of the brake system caused by the power battery being nearly fully charged can be effectively overcome, thereby ensuring driving safety.

[0036] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are specifically listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present invention. Throughout the drawings, the same reference figures denote the same components. In the drawings:

[0038] Figure 1 A flowchart of a redundant braking control method based on automatic driving in an embodiment of the present invention is shown.

[0039] Figure 2 A block diagram of a redundant braking control device based on automatic driving in an embodiment of the present invention is shown.

[0040] Figure 3 A block diagram of a redundant braking control system based on automatic driving in an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0041] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0042] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are intended to fall within the scope of protection of the present invention.

[0043] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0044] In the description of the present invention, it should also be noted that, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to mechanical connections or electrical connections; they may refer to direct connections or indirect connections through an intermediate medium; and they may refer to internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0045] Level 3 autonomous driving requires meeting the corresponding functional safety level, which requires the braking system to have a dual-redundancy mechanism. However, when the battery is nearly fully charged (for example, the battery charge is greater than 90%), the peak charging power of the battery is limited by the chemical characteristics of the battery cells, and the redundant charging capacity cannot be instantly released during emergency braking. Traditional electric brakes fail because the battery cannot absorb the recharged energy, resulting in insufficient redundant braking capacity and affecting driving safety.

[0046] Based on the above, an embodiment of the present invention provides a redundant braking control method for autonomous driving. When the autonomous driving system meets the emergency electric braking activation conditions, the battery's charging capacity is temporarily released. By dynamically adjusting the battery charging power, the brake system's redundant braking capacity, often insufficient when the power battery is nearing full charge, can be effectively overcome, ensuring driving safety.

[0047] Specifically, combined Figure 1 As shown in the flowchart, an embodiment of the present invention provides a redundant braking control method based on automatic driving, including steps 101 to 105:

[0048] Step 101: In the autonomous driving mode, obtain the vehicle's brake system health information, battery power, and battery health status;

[0049] Step 102: If the brake system health information indicates a fault, the battery health status is greater than a first threshold, and the battery charge is greater than a second threshold, then the emergency electric brake activation condition is met; wherein the second threshold is in the range of 90% to 97%;

[0050] Step 103: After the emergency electric brake activation condition is met, the battery cell temperature, the maximum charging power of the battery, and the current normal allowable charging power of the battery are obtained;

[0051] Step 104: Calculating the emergency permissible charging power according to the battery cell temperature and the maximum charging power of the battery;

[0052] Step 105: According to the emergency permissible charging power and the normal permissible charging power, control the battery to release emergency charging capacity for energy recovery during vehicle braking.

[0053] In this embodiment, the vehicle is a new energy vehicle, for example, a pure electric vehicle or a hybrid vehicle. The autonomous driving mode refers to Level 3 autonomous driving mode, or conditional autonomous driving, which is the third level in the autonomous driving hierarchy defined by the Society of Automotive Engineers (SAE). This means that the vehicle can fully take over driving tasks under certain conditions, but the driver must take over when the system requests it.

[0054] The autonomous driving controller in the autonomous driving system (ADS) of this embodiment determines the vehicle's brake system health information based on the specific vehicle information obtained, and divides it into three different levels. Specifically, it includes:

[0055] If the brake pressure deviation is greater than 10% and less than 15%, the data conflict between the brake pedal travel sensor and the wheel speed sensor is less than 200ms, and the battery power is between 90-97%, it indicates that the autonomous driving system is in a level 1 warning state, and the corresponding brake system health information is a prompt to take over;

[0056] If the brake pressure deviation is greater than or equal to 15%, or the ESP (Electronic Parking Brake) status code or the electronic power-assisted braking system status code indicates a serious fault, the ADS failure counter is greater than or equal to 3 times / 10s (indicating that the autonomous driving system has three communication abnormalities within 10 seconds), and the battery charge is greater than or equal to 90%, it indicates that the autonomous driving system is in the Level 2 request state, and the corresponding brake system health information is faulty;

[0057] If the autonomous driving system is in the Level 2 request state for 5 seconds without achieving the expected deceleration (for example, the deceleration is less than 0.3g), the key bus communication fails (for example, the CAN FD and Ethernet dual channels are disconnected for more than 500ms), and the battery cell voltage is greater than 4.3V, it means that the autonomous driving system is in the Level 3 degradation state, and the corresponding brake system health information is a serious fault, requiring EPB (Electrical Park Brake) intervention.

[0058] In this embodiment, after determining that the vehicle's brake system health information indicates a fault, the autonomous driving controller sends a first emergency charging capability release request to the Power Domain Control Module (PDCM). Upon receiving this first emergency charging capability release request, the PDCM determines whether the emergency electric brake activation conditions are met based on information such as the battery level and battery health status.

[0059] If the brake system health information indicates a fault, the battery health status is greater than a first threshold, and the battery power is greater than a second threshold, then the emergency electric brake activation condition is met.

[0060] In this embodiment, the first threshold can be set based on the actual vehicle. In this embodiment, the first threshold can be 80% to ensure that the battery is in a good state of health and has sufficient charge and discharge capacity. Experimental data shows that when the battery health is less than 80%, the battery's temperature rise rate increases by 50% under high-rate charging, potentially causing the risk of thermal runaway.

[0061] Similarly, the second threshold can be set based on the actual vehicle. In this embodiment, the second threshold ranges from 90% to 97%. For example, if the second threshold is 90%, at least 10% of the charging capacity is reserved for regenerative braking. Generally speaking, emergency braking energy typically accounts for 3-8% of the battery capacity, so reserving 10% of capacity ensures normal activation of the electric braking function.

[0062] In this embodiment, if the brake system health information is a fault, the battery health status is greater than the first threshold, and the battery power is greater than the second threshold, the PDCM enters an emergency state and sends a second emergency charging capacity release request to the battery management controller, hoping that the battery can dynamically adjust the charging power and use the remaining charging capacity of the battery to achieve emergency electric braking, supplement the insufficient braking force, and meet the ASIL-D redundant braking requirements.

[0063] In this embodiment, before the emergency electric brake activation condition is satisfied if the brake system health information indicates a fault, the battery health status is greater than a first threshold, and the battery power level is greater than a second threshold, the method includes:

[0064] Get the number of times the emergency electric brake is activated;

[0065] If the number of emergency electric brake activations is less than a preset number and no emergency electric brake activation condition is detected to be met within a preset time period, whether the emergency electric brake activation condition is met is determined based on the brake system health information, the battery health status, and the battery power.

[0066] In this embodiment, for safety reasons, the PDCM performs multi-conditional safety arbitration for determining the emergency electric brake activation condition. For example, it is necessary to determine that the interval between the autonomous driving controller sending the first emergency charging capacity release request to the power domain controller does not exceed 60 seconds to avoid too frequent requests; the normal allowable charging power of the battery does not exceed a third threshold (for example, 138kw, which can be adjusted according to the actual vehicle) to avoid false requests when the charging capacity is sufficient; the battery power is greater than the second threshold and the battery health status is greater than the first threshold to avoid sending false requests when the battery is low; and it is also necessary to determine that the number of emergency electric brake activations before this is less than a preset number (for example, the preset number is 5 times) to avoid excessive emergency electric brake activations affecting battery life.

[0067] In this embodiment, regardless of the aforementioned determination method, once the emergency electric braking activation conditions are met, the battery's core parameters must be immediately acquired to assess its emergency charging capability. These parameters directly determine the upper limit of energy that can be safely recovered during reverse braking and serve as the basis for subsequent power control. Specifically, these parameters include the battery cell temperature, the battery's maximum charging power, and the battery's current normal allowable charging power.

[0068] The acquisition method may be to collect data from the main battery management system, the backup battery management system and the battery pack at the same time, perform cross-verification, and thus perform multi-source verification to ensure data accuracy.

[0069] In this embodiment, the battery includes multiple cells, and the cell temperature can be measured by a temperature sensor installed within the battery. The maximum charging power of the battery is set based on the peak load capacity of the cells and is affected by the cell temperature, battery charge level, and battery health. For example, the maximum charging power of the battery is 138 kW.

[0070] The battery's current normal allowable charging power is determined by the battery's continuous tolerance. This refers to the upper limit of the charging power the battery can withstand for a long period of time without suffering irreversible damage. For example, the normal allowable charging power is 5 kW.

[0071] After obtaining the battery cell temperature, the maximum charging power of the battery, and the current normal allowable charging power of the battery, the emergency allowable charging power can be calculated based on the battery cell temperature and the maximum charging power of the battery. The specific steps may include:

[0072] determining a decay coefficient within a preset target range according to the battery cell temperature;

[0073] The emergency permissible charging power is calculated according to the attenuation coefficient, the battery cell temperature, and the maximum charging power of the battery.

[0074] In this embodiment, the emergency permissible charging power is the maximum short-term charging power that the battery can safely withstand in the event of a brake system failure. Its calculation is based on the battery's electrochemical characteristics and thermodynamic constraints, and the attenuation coefficient λ is used to reduce the battery's maximum charging power to a safe range. The formula is:

[0075] P emerg =P max ×e -λt

[0076] Among them, P emerg is the emergency charging power, λ is the attenuation coefficient, P max is the maximum charging power of the battery, and t is the acquisition time.

[0077] This formula balances the two key goals of braking safety and battery protection. It can provide sufficient electric braking torque while avoiding the risks of lithium plating and thermal runaway caused by rapid charging when the battery is nearly fully charged (i.e., the battery charge is greater than the second threshold).

[0078] It should be noted that the attenuation coefficient is within the target range, which can be 0.12-0.35. The attenuation coefficient value will be dynamically adjusted according to the battery cell temperature:

[0079] In the low temperature zone, the migration rate of lithium ions decreases and the attenuation coefficient decreases to prevent lithium deposition at the negative electrode;

[0080] In the normal temperature zone, 25 degrees is the best working temperature, and the attenuation coefficient can take the middle value of 0.25;

[0081] In the high temperature zone, the decomposition of the SEI film intensifies and the attenuation coefficient decreases rapidly to limit heat generation.

[0082] After calculating the emergency permissible charging power, the battery can be controlled to release emergency charging capacity during vehicle braking based on the emergency permissible charging power and the normal permissible charging power for brake energy recovery. This can also be understood as controlling the battery to temporarily (for example, for 5 seconds) release a higher charging power during vehicle braking to provide braking force for the vehicle through brake energy recovery.

[0083] The specific steps include:

[0084] determining a power decrease trend within a preset charging time according to the emergency permissible charging power and the normal permissible charging power;

[0085] During vehicle braking, based on the power reduction trend, the charging power of the battery is controlled to decrease from the emergency permissible charging power to the normal permissible charging power within a preset charging time.

[0086] It should be noted that during the vehicle braking process, the actual charging power of the battery will not always remain at the emergency permissible charging power, but will gradually decrease. This embodiment sets a preset charging time (for example, the preset charging time is 5 seconds). During the preset charging time, the charging power of the battery will drop from the emergency permissible charging power to the normal permissible charging power. The power follows the power decline trend when it changes downward. The power decline trend includes many ways, for example, it can decline linearly or it can decline step by step. The linear decline is relatively simple and will not be elaborated in this embodiment. As for the step-by-step decline, for example:

[0087] You can start with emergency charging of the battery, start a 5-second countdown, and gradually reduce the charging power to the normal allowable charging power at intervals of 0.5 seconds.

[0088] In order to facilitate those skilled in the art to understand and implement this solution, this embodiment is described by way of example:

[0089] Bench test:

[0090] Emergency braking from 120km / h to 0km / h:

[0091] Under standard conditions (battery charge = 100%): braking distance 52.3m (does not meet L3 autonomous driving requirements).

[0092] In the case of emergency battery charging: braking distance is 38.7m, battery temperature rise is less than 8 degrees, and battery power consumption is 0.3%.

[0093] Real car scene:

[0094] System response delay: BMS instruction execution delay is less than 80ms, meeting ASI LD timing requirements.

[0095] Failure coverage: The failure probability of the dual redundant braking system is less than 10 -8 / h, better than ISO 26262 standard.

[0096] Furthermore, during emergency electric braking, rapid charging of the battery while it is near full charge can cause cracks in the solid electrolyte interface (SEI) membrane. SEI membrane cracking occurs when Joule heat generated by rapid charging causes localized stress concentration in the SEI membrane, resulting in cracks.

[0097] In addition, it should be noted that when the braking energy recovery starts, the timing is started (the timing time is slightly longer than the preset charging time, for example, the timing time is 6 seconds), and the power feedback capability is switched to use the battery's emergency allowable charging power to calculate the electric braking allowable torque; after the timing ends, it is switched back to the battery's normal allowable charging power for calculation.

[0098] In this embodiment, to protect the battery, after emergency charging, if the vehicle is detected to be in plug-in charging mode, the battery is controlled to perform a shallow charge cycle. This shallow charge cycle can promote the repair of the battery's electrode solid electrolyte interface membrane by precisely controlling the charge and discharge range and rate.

[0099] The trigger conditions for shallow charge cycle include:

[0100] A battery emergency charging event has occurred before, for example, emergency electric braking has been performed within the last 30 minutes, and the battery charging power is greater than 20kW;

[0101] The accumulated recovered energy is greater than 2% of the battery's rated capacity;

[0102] Detect the gun plug-in status, that is, detect the physical connection of the charging gun and establish a communication handshake with the charging pile;

[0103] The battery status allows, that is, the battery power is in the range of 85-95% (avoid the risk of overcharging), the temperature difference of the battery cells is less than 3 degrees, and the battery temperature is in the range of 15-40 degrees.

[0104] After the above trigger conditions are met, the battery can be shallowly charged once, so that the battery power changes from 95% to 90%, and then to 95%.

[0105] In addition, to protect the battery from overcharging, it is necessary to monitor the risk of lithium plating and thermal runaway in the battery cells in real time. In this embodiment, during vehicle braking, the battery is in emergency charging, at which time the battery cell voltage and cell temperature are obtained; if the cell voltage is greater than a voltage threshold (for example, 4.25V) or the cell temperature is greater than a temperature threshold (for example, 50 degrees), the battery emergency charging is stopped.

[0106] Specifically, in this embodiment, each string of cells can be configured with an independent voltage sampling circuit, and a distributed temperature sensor can be used to obtain the cell temperature. The sampling frequency of the cell voltage is 1kHz, and the sampling frequency of the cell temperature is 100Hz.

[0107] If the single cell voltage is detected to be greater than 4.20V and less than or equal to 4.25V, the first level warning is triggered and the emergency charging current needs to be reduced by 20%; if the single cell voltage is detected to be greater than 4.25V and less than or equal to 4.3V, the second level warning is triggered and the battery emergency charging is stopped immediately; if the single cell voltage is detected to be greater than 4.3V, the third level protection is triggered and the main relay can be cut off to start the discharge circuit.

[0108] It should be noted that 4.25V is close to the critical voltage for lithium plating of lithium batteries, and 4.3V is the threshold at which the SEI film begins to irreversibly decompose.

[0109] In summary, the embodiments of this specification provide a redundant braking control method for autonomous driving. The method obtains a vehicle's brake system health information, battery charge, and battery health status. If the brake system health information indicates a fault, the battery health status is greater than a first threshold, and the battery charge is greater than a second threshold, then the emergency electric brake activation condition is met. After the emergency electric brake activation condition is met, the method obtains the battery cell temperature, the battery's maximum charging power, and the battery's current normal allowable charging power. Based on the battery cell temperature and the battery's maximum charging power, the method calculates the emergency allowable charging power. Based on the emergency allowable charging power and the normal allowable charging power, the method controls the battery to release emergency charging capacity during vehicle braking for energy recovery. In this way, by dynamically adjusting the battery charging power and temporarily releasing battery charging capacity, the method effectively overcomes the problem of insufficient redundant braking capacity in the brake system when the power battery is nearing full charge, enabling activation of the battery's over-limit charging capacity within a safety margin and ensuring driving safety. Through cross-domain dynamic power negotiation, the battery's transient tolerance parameters are incorporated into the brake control chain, transcending traditional static battery charge limits. Later, through activation counts and life compensation through shallow charge cycles, the battery's service life is extended.

[0110] Based on the same inventive concept, combined Figure 2 As shown, an embodiment of the present invention further provides a redundant braking control device based on automatic driving, comprising:

[0111] The first acquisition module is used to obtain the vehicle's brake system health information, battery power and battery health status in the autonomous driving mode;

[0112] a judgment module, configured to determine whether the emergency electric brake activation condition is satisfied if the brake system health information indicates a fault, the battery health status is greater than a first threshold, and the battery power level is greater than a second threshold; wherein the second threshold value ranges from 90% to 97%;

[0113] A second acquisition module is used to obtain the battery cell temperature, the maximum charging power of the battery, and the current normal allowable charging power of the battery after the emergency electric brake activation condition is met;

[0114] a calculation module, configured to calculate an emergency permissible charging power based on the battery cell temperature and the maximum charging power of the battery;

[0115] The control module is used to control the battery to release emergency charging capacity for energy recovery during vehicle braking according to the emergency allowable charging power and the normal allowable charging power.

[0116] Optionally, the judgment module is further used to:

[0117] Get the number of times the emergency electric brake is activated;

[0118] If the number of emergency electric brake activations is less than a preset number and no emergency electric brake activation condition is detected to be met within a preset time period, whether the emergency electric brake activation condition is met is determined based on the brake system health information, the battery health status, and the battery power.

[0119] Optionally, the computing module is further configured to:

[0120] determining a decay coefficient within a preset target range according to the battery cell temperature;

[0121] The emergency permissible charging power is calculated according to the attenuation coefficient, the battery cell temperature, and the maximum charging power of the battery.

[0122] Optionally, the computing module is further configured to:

[0123] The emergency permissible charging power is calculated according to the attenuation coefficient, the battery cell temperature, and the maximum charging power of the battery using the following formula:

[0124] P emerg =P max ×e -λt

[0125] Among them, P emerg is the emergency charging power, λ is the attenuation coefficient, P max is the maximum charging power of the battery, and t is the acquisition time.

[0126] Optionally, the control module is further configured to:

[0127] determining a power decrease trend within a preset charging time according to the emergency permissible charging power and the normal permissible charging power;

[0128] During vehicle braking, based on the power reduction trend, the charging power of the battery is controlled to decrease from the emergency permissible charging power to the normal permissible charging power within a preset charging time.

[0129] Optionally, the control module is further configured to:

[0130] After the battery is urgently charged, if it is detected that the vehicle is in a plug-in charging mode, the battery is controlled to perform a shallow charge cycle to repair the electrode solid electrolyte interface membrane of the battery.

[0131] Optionally, the control module is further configured to:

[0132] During the vehicle braking process, obtaining the battery cell voltage and battery cell temperature;

[0133] If the cell voltage is greater than a voltage threshold, or the cell temperature is greater than a temperature threshold, emergency charging of the battery is stopped.

[0134] In summary, the embodiments of this specification provide a redundant braking control device based on automatic driving, which obtains the vehicle's brake system health information, battery power and battery health status in the automatic driving mode; if the brake system health information is a fault, the battery health status is greater than a first threshold, and the battery power is greater than a second threshold, then the emergency electric brake activation condition is met; after the emergency electric brake activation condition is met, the battery cell temperature, the maximum battery charging power and the battery's current normal allowable charging power are obtained; based on the battery cell temperature and the maximum battery charging power, the emergency allowable charging power is calculated; based on the emergency allowable charging power and the normal allowable charging power, the battery is controlled to release the emergency charging capacity during the vehicle braking process for energy recovery. In this way, by dynamically adjusting the battery charging power and temporarily releasing the battery charging capacity, the defect of insufficient redundant braking capacity of the brake system caused by the power battery being close to full charge can be effectively overcome to ensure driving safety.

[0135] Those skilled in the art will clearly understand that, for the sake of convenience and brevity of description, the specific working process of the redundant braking control device based on autonomous driving described above can refer to the corresponding process in the aforementioned method and will not be elaborated here.

[0136] Based on the same inventive concept, combined Figure 3 As shown, an embodiment of the present invention further provides a redundant braking control system based on autonomous driving, using the aforementioned redundant braking control method based on autonomous driving; the system includes: an autonomous driving controller, a power domain controller, and a battery management controller;

[0137] The autonomous driving controller is configured to obtain, in the autonomous driving mode, brake system health information, battery power, and battery health status of the vehicle, and send a first emergency charging capability release request to the power domain controller when the brake system health information indicates a fault;

[0138] After receiving the first emergency charging capability release request, the power domain controller determines that the emergency electric braking activation condition is met if it detects that the battery health state is greater than a first threshold and the battery power is greater than a second threshold, and sends a second emergency charging capability release request to the battery management controller; wherein the value range of the second threshold is 90%-97%;

[0139] After receiving the second emergency charging capacity release request, the battery management controller obtains the battery cell temperature, the maximum charging power of the battery, and the current normal allowable charging power of the battery, and calculates the emergency allowable charging power based on the battery cell temperature and the maximum charging power of the battery; based on the emergency allowable charging power and the normal allowable charging power, the battery is controlled to release the emergency charging capacity for energy recovery during vehicle braking.

[0140] Those skilled in the art will clearly understand that, for the sake of convenience and brevity of description, the specific working process of the redundant braking control system based on autonomous driving described above can refer to the corresponding process in the aforementioned method and will not be elaborated here.

[0141] Based on the same inventive concept, an embodiment of the present invention also provides a controller, which includes a redundant braking control device based on automatic driving, a memory, a processor and a communication unit. The memory stores machine-readable instructions executable by the processor. When the controller is running, the processor and the memory communicate through a bus, the processor executes the machine-readable instructions, and executes a redundant braking control method based on automatic driving.

[0142] The memory, processor, and communication unit components are electrically connected to each other directly or indirectly to enable signal transmission or interaction. For example, these components can be electrically connected to each other via one or more communication buses or signal lines. The redundant braking control device based on autonomous driving includes at least one software function module that can be stored in the memory in the form of software or firmware. The processor is used to execute the executable module stored in the memory (e.g., the software function module or computer program included in the redundant braking control device based on autonomous driving).

[0143] Among them, the memory can be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.

[0144] In some embodiments, the processor is used to perform one or more functions described in this embodiment. In some embodiments, the processor may include one or more processing cores (eg, a single-core processor (S) or a multi-core processor (S)).

[0145] In this embodiment, the memory is used to store the program, and the processor is used to execute the program after receiving the execution instruction. The process definition method disclosed in any implementation of this embodiment can be applied to the processor or implemented by the processor.

[0146] The communication unit is used to establish a communication connection between the controller and other devices through the network, and to send and receive data through the network.

[0147] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working process of the controller described above can refer to the corresponding process in the aforementioned method, and will not be elaborated here.

[0148] In summary, the controller provided in the embodiment of this specification obtains the vehicle's brake system health information, battery power and battery health status in the automatic driving mode; if the brake system health information is a fault, the battery health status is greater than a first threshold, and the battery power is greater than a second threshold, then the emergency electric brake activation condition is met; after the emergency electric brake activation condition is met, the battery cell temperature, the maximum battery charging power and the battery's current normal allowable charging power are obtained; based on the battery cell temperature and the maximum battery charging power, the emergency allowable charging power is calculated; based on the emergency allowable charging power and the normal allowable charging power, the battery is controlled to release the emergency charging capacity for energy recovery during the vehicle braking process. In this way, by dynamically adjusting the battery charging power and temporarily releasing the battery charging capacity, the defect of insufficient redundant braking capacity of the brake system caused by the power battery being close to full charge can be effectively overcome to ensure driving safety.

[0149] Based on the same inventive concept, an embodiment of the present invention further provides a vehicle comprising a vehicle body and a controller mounted within the vehicle body, the controller being configured to implement the aforementioned redundant braking control method based on autonomous driving. The vehicle is a new energy vehicle, such as a pure electric vehicle, a hybrid vehicle, or an extended-range vehicle.

[0150] In summary, the embodiments of this specification provide a vehicle in which the controller in the vehicle obtains the vehicle's brake system health information, battery charge, and battery health status in the automatic driving mode; if the brake system health information is a fault, the battery health status is greater than a first threshold, and the battery charge is greater than a second threshold, then the emergency electric brake activation condition is satisfied; after the emergency electric brake activation condition is satisfied, the battery cell temperature, the maximum battery charging power, and the battery's current normal allowable charging power are obtained; based on the battery cell temperature and the maximum battery charging power, the emergency allowable charging power is calculated; based on the emergency allowable charging power and the normal allowable charging power, the battery is controlled to release emergency charging capacity during the vehicle braking process for energy recovery. In this way, by dynamically adjusting the battery charging power and temporarily releasing the battery charging capacity, the defect of insufficient redundant braking capacity of the brake system caused when the power battery is close to full charge can be effectively overcome to ensure driving safety.

[0151] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working process of the vehicle controller described above can refer to the corresponding process in the aforementioned method and will not be elaborated here.

[0152] The above are merely various embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A redundant braking control method based on automatic driving, characterized in that: include: In autonomous driving mode, obtain the vehicle's brake system health information, battery power level, and battery health status; If the brake system health information indicates a fault, the battery health status is greater than a first threshold, and the battery power level is greater than a second threshold, then the emergency electric brake activation condition is met; wherein the second threshold value ranges from 90% to 97%; After the emergency electric brake activation condition is met, obtaining the battery cell temperature, the maximum charging power of the battery, and the current normal allowable charging power of the battery; Calculating an emergency permissible charging power according to the battery cell temperature and the maximum charging power of the battery; According to the emergency permissible charging power and the normal permissible charging power, the battery is controlled to release emergency charging capacity for energy recovery during vehicle braking.

2. The method according to claim 1, characterized in that Before the emergency electric brake activation condition is satisfied if the brake system health information indicates a fault, the battery health status is greater than a first threshold, and the battery power is greater than a second threshold, the method includes: Get the number of times the emergency electric brake is activated; If the number of emergency electric brake activations is less than a preset number and no emergency electric brake activation condition is detected to be met within a preset time period, whether the emergency electric brake activation condition is met is determined based on the brake system health information, the battery health status, and the battery power.

3. The method according to claim 1, characterized in that The calculating the emergency permissible charging power according to the battery cell temperature and the maximum charging power of the battery includes: determining a decay coefficient within a preset target range according to the battery cell temperature; The emergency permissible charging power is calculated according to the attenuation coefficient, the battery cell temperature, and the maximum charging power of the battery.

4. The method according to claim 3, characterized in that The calculating the emergency permissible charging power according to the attenuation coefficient, the battery cell temperature, and the maximum charging power of the battery includes: The emergency permissible charging power is calculated according to the attenuation coefficient, the battery cell temperature, and the maximum charging power of the battery using the following formula: P emerg =P max ×e -λt Among them, P emerg is the emergency charging power, λ is the attenuation coefficient, P max is the maximum charging power of the battery, and t is the acquisition time.

5. The method according to claim 1, wherein The controlling the battery to release emergency charging capacity during vehicle braking according to the emergency permissible charging power and the normal permissible charging power includes: determining a power decrease trend within a preset charging time according to the emergency permissible charging power and the normal permissible charging power; During vehicle braking, based on the power reduction trend, the charging power of the battery is controlled to decrease from the emergency permissible charging power to the normal permissible charging power within a preset charging time.

6. The method according to claim 1, characterized in that The method further comprises: If it is detected that the vehicle is in the plug-in charging mode, the battery is controlled to perform a shallow charge cycle to repair the electrode solid electrolyte interface membrane of the battery.

7. The method according to claim 1, characterized in that The method further comprises: During the vehicle braking process, obtaining the battery cell voltage and battery cell temperature; If the cell voltage is greater than a voltage threshold, or the cell temperature is greater than a temperature threshold, emergency charging of the battery is stopped.

8. A redundant braking control system based on automatic driving, characterized in that: A redundant braking control method based on autonomous driving according to any one of claims 1 to 7 is used; the system comprises: an autonomous driving controller, a power domain controller, and a battery management controller; The autonomous driving controller is configured to obtain, in the autonomous driving mode, brake system health information, battery power, and battery health status of the vehicle, and send a first emergency charging capability release request to the power domain controller when the brake system health information indicates a fault; After receiving the first emergency charging capability release request, the power domain controller determines that the emergency electric braking activation condition is met if it detects that the battery health state is greater than a first threshold and the battery power is greater than a second threshold, and sends a second emergency charging capability release request to the battery management controller; wherein the value range of the second threshold is 90%-97%; After receiving the second emergency charging capacity release request, the battery management controller obtains the battery cell temperature, the maximum charging power of the battery, and the current normal allowable charging power of the battery, and calculates the emergency allowable charging power based on the battery cell temperature and the maximum charging power of the battery; based on the emergency allowable charging power and the normal allowable charging power, the battery is controlled to release the emergency charging capacity for energy recovery during vehicle braking.

9. A controller, characterized in that: The controller includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the redundant braking control method based on automatic driving described in any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: The vehicle includes a vehicle body and a controller installed in the vehicle body, wherein the controller executes the redundant braking control method based on automatic driving as described in any one of claims 1-7.

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