Wheel side braking control method and device and vehicle

Abstract

The invention discloses a wheel side braking control method and device and a vehicle, and is applied to the technical field of vehicle control. The method comprises the steps that a braking instruction is sent to all wheel side controllers through a central controller; under the condition that the first fault controller and the standby controller exist, a braking instruction is forwarded to the first fault controller through the standby controller; wherein the first fault controller is a wheel side controller which is in abnormal communication with the central controller, and the standby controller is a wheel side controller which is in normal communication with the central controller; and performing, by the first fault controller, a wheel brake operation based on the brake command forwarded by the backup controller or the brake attribute data of the first fault controller. According to the embodiment of the invention, the wheel-side braking control precision of the vehicle can be improved, and the wheel-side controller can still normally execute the wheel-side braking operation under the condition of abnormal communication.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a wheel-side braking control method, device and vehicle. Background Art

[0002] Currently, each wheel of a vehicle is equipped with a corresponding wheel-side controller and wheel-side brake, and the vehicle's central controller controls the wheel-side controller, allowing the wheel-side controller to control the wheel-side brake, thereby achieving independent braking of each wheel. This effectively improves the vehicle's braking flexibility and enables the vehicle to adapt to braking under various road conditions. During this process, if a wheel-side controller fails to communicate with the central controller due to a fault, the faulty wheel-side controller will not receive the braking command sent by the central controller, resulting in the inability of the wheel-side controller to perform wheel-side braking operations. Summary of the Invention

[0003] The embodiments of the present application provide a wheel-side braking control method, device and vehicle for improving the wheel-side braking control accuracy of the vehicle and ensuring that the wheel-side controller can still perform wheel-side braking operations normally in the event of communication abnormalities.

[0004] In one aspect, an embodiment of the present application provides a wheel side braking control method, comprising the following steps: Send braking instructions to all wheel-side controllers through the central controller; In the case where there is a first faulty controller and a backup controller, the braking command is forwarded to the first faulty controller via the backup controller; wherein the first faulty controller is the wheel-side controller that is abnormally communicating with the central controller, and the backup controller is the wheel-side controller that is normally communicating with the central controller; The wheel side braking operation is performed by the first fault controller based on the braking instruction forwarded by the backup controller or the braking attribute data of the first fault controller.

[0005] On the other hand, an embodiment of the present application provides a wheel side brake control device, comprising: Central controller, used to send braking instructions to all wheel-side controllers; a wheel-side controller configured to, in the presence of a first fault controller and a backup controller, forward the braking instruction to the first fault controller if the wheel-side controller is the backup controller, or, if the wheel-side controller is the first fault controller, perform a wheel-side braking operation based on the braking instruction forwarded by the backup controller or the braking attribute data of the first fault controller; The first fault controller is the wheel-side controller that communicates abnormally with the central controller, and the backup controller is the wheel-side controller that communicates normally with the central controller.

[0006] In another aspect, an embodiment of the present application provides a vehicle, comprising: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the above-mentioned wheel-side braking control method.

[0007] According to a wheel-side braking control method, device and vehicle provided by an embodiment of the present application, a braking instruction is sent to each wheel-side controller through a central controller. The wheel-side controller with normal communication can receive the braking instruction, while the wheel-side controller with abnormal communication cannot receive the braking instruction. In this case, the wheel-side controller with normal communication forwards the braking instruction to the wheel-side controller with abnormal communication, and the wheel-side controller with abnormal communication performs the wheel-side braking operation based on the forwarded braking instruction or the braking attribute data collected by itself. In summary, the embodiment of the present application not only considers the braking instructions forwarded by other wheel-side controllers with normal communication, but also considers the braking attribute data collected by the wheel-side controller with abnormal communication itself. In this way, by considering multi-dimensional factors, the wheel-side braking control accuracy of the vehicle can be effectively improved, and through the bridge role of other wheel-side controllers with normal communication, the wheel-side controller with abnormal communication can still perform the wheel-side braking operation normally, ensuring that the vehicle can brake normally, which helps to improve the driving safety of the vehicle.

[0008] Other features and advantages of the present application will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present application. The purposes and other advantages of the present application can be realized and obtained through the structures particularly pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 This is a flow chart of a wheel side braking control method provided by the present application; Figure 2 This is another flow chart of a wheel side braking control method provided by the present application; Figure 3 This is another flow chart of a wheel side braking control method provided by the present application; Figure 4 This is another flow chart of a wheel side braking control method provided by the present application; Figure 5 This is another flow chart of a wheel side braking control method provided by the present application; Figure 6 This is a structural diagram of the wheel-side controller and central controller provided in this application. DETAILED DESCRIPTION

[0010] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0011] The present application is further described below in conjunction with the accompanying drawings and specific embodiments. The described embodiments should not be considered as limiting the present application. All other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0012] In the following description, reference is made to “some embodiments”, which describes a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0013] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0014] At present, by configuring a corresponding wheel-side controller and wheel-side brake for each wheel of the vehicle, and using the vehicle's central controller to control the wheel-side controller, the wheel-side controller controls the wheel-side brake, thereby achieving independent braking of each wheel. This effectively improves the braking flexibility of the vehicle and enables the vehicle to adapt to braking under various road conditions. Specifically, during normal driving, the vehicle's central controller acts as the master controller that coordinates the drive and braking of the entire vehicle, allocates corresponding braking force to each wheel-side brake, and accordingly sends corresponding braking instructions to each wheel-side controller, so that each wheel-side controller controls the corresponding wheel-side brake for braking. During this process, if there is a wheel-side controller that cannot communicate with the central controller due to a fault, the faulty wheel-side controller will not be able to receive the braking instruction sent by the central controller, resulting in the wheel-side controller being unable to perform the wheel-side braking operation.

[0015] To this end, embodiments of the present application provide a wheel-side braking control method, device, and vehicle, aiming to improve the wheel-side braking control accuracy of the vehicle and ensure that the wheel-side controller can still perform wheel-side braking operations normally in the event of communication anomalies.

[0016] First, the implementation steps of a wheel-side braking control method provided by an embodiment of the present application will be described in detail below.

[0017] A wheel-side braking control method provided in an embodiment of the present application can be applied to a terminal, a server, or software running in a terminal or a server. The terminal can be a tablet computer, a laptop computer, a desktop computer, etc., but is not limited thereto. The server can be an independent physical server, or a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. In addition, the server can also be a node server in a blockchain network, but is not limited thereto. Among them, blockchain is a new application model of computer technologies such as distributed data storage, point-to-point transmission, consensus mechanism, and encryption algorithm.

[0018] Reference Figure 1 A wheel-side braking control method provided in an embodiment of the present application may include the following steps S101-S103.

[0019] S101, sending a braking command to all wheel-side controllers through the central controller.

[0020] It should be noted that the braking instruction refers to the braking force data in the form of an instruction. The braking instructions sent by the central controller to each wheel-side controller can be the same or different, and the embodiment of the present application does not make specific limitations on this.

[0021] It is understood that there is a communication relationship between the central controller and each wheel-side controller, and there is also a communication relationship between each wheel-side controller. The implementation of the communication relationship can be flexibly configured according to actual conditions. For example, it can be a Controller Area Network (CAN) bus or Ethernet, but is not limited to these.

[0022] During driving, the central controller calculates the braking force data of each wheel-side controller in real time, packages this data into a braking command, and sends it to each wheel-side controller. Under normal circumstances, each wheel-side controller will control the corresponding wheel brake based on the received braking command (i.e., braking force data), causing the wheel brake to apply the brake.

[0023] It is understandable that the method by which the central controller calculates the braking force is prior art and will not be described in detail in the embodiments of the present application.

[0024] Exemplarily, the central controller obtains the current state data and braking demand of the vehicle. The braking demand is related to the degree of opening of the brake pedal depressed by the driver and can be expressed as braking torque. The front axle vertical force and the rear axle vertical force are obtained based on the state data. The front axle braking force corresponding to the braking demand and the front axle vertical force is retrieved from the preset first mapping data and sent to the wheel-side controller of the front axle. The rear axle braking force corresponding to the braking demand and the rear axle vertical force is retrieved from the preset second mapping data and sent to the wheel-side controller of the rear axle. The state data may include the distance from the center of mass to the front axle, the distance from the center of mass to the rear axle, the center of mass height, the wheelbase, the vehicle mass, and the vehicle deceleration. The first mapping data pre-stores a plurality of first composite data and the front axle braking force corresponding to each first composite data. The first composite data includes the braking demand and the front axle vertical force. The second mapping data pre-stores a plurality of second composite data and the rear axle braking force corresponding to each second composite data. The second composite data includes the braking demand and the rear axle vertical force. In practical applications, the braking forces on the front and rear axles can generally be distributed in a fixed ratio, such as 60% on the front axle and 40% on the rear axle, or 70% on the front axle and 30% on the rear axle. They can also be calculated based on the dynamic conditions of the vehicle. For ease of understanding, the vertical forces on the front and rear axles can be expressed as the following formula (1): , (1); In formula (1), represents the distance from the center of mass to the front axle, represents the distance from the center of mass to the rear axle, represents the height of the center of mass, Indicates wheelbase, Indicates the vehicle mass, represents the acceleration due to gravity, Indicates the vehicle deceleration; represents the vertical force on the front axle, Represents the vertical force on the rear axle.

[0025] S102, when there is a first fault controller and a backup controller, forward the braking instruction to the first fault controller through the backup controller; wherein the first fault controller is a wheel-side controller that communicates abnormally with the central controller, and the backup controller is a wheel-side controller that communicates normally with the central controller.

[0026] In this step, for ease of understanding, the wheel-side controller that is in abnormal communication with the central controller is defined as the first fault controller, which means that the first fault controller cannot receive the braking command sent by the central controller. However, it should be noted that the communication between the first fault controller and other wheel-side controllers is normal; the wheel-side controller that is in normal communication with the central controller is defined as the backup controller, which means that the backup controller can receive the braking command sent by the central controller. During driving, each wheel-side controller is tested to determine whether the communication between the wheel-side controller and the central controller is normal. If so, it means that the wheel-side controller is not faulty and is set as the backup controller. Otherwise, it means that the wheel-side controller is faulty and is set as the first fault controller. Subsequently, when there is at least one first fault controller and at least one backup controller, the backup controller receives the braking command sent by the central controller and forwards it to the first fault controller.

[0027] Optionally, the number of first fault controllers and the number of standby controllers can be set according to actual conditions, and this embodiment of the present application does not impose any specific limitation on this.

[0028] S103 , performing a wheel-side braking operation through the first fault controller based on the braking instruction forwarded by the backup controller or the braking attribute data of the first fault controller.

[0029] In this step, the first fault controller receives the braking command forwarded by the backup controller and simultaneously collects the vehicle's current status data and braking requirements in real time. For ease of understanding, these collected data are defined as braking attribute data. When performing wheel-side braking, the first fault controller generates corresponding braking force data based on the braking command forwarded by the backup controller or the braking attribute data collected by itself, and performs wheel-side braking operations accordingly. This ensures that the wheel-side controller can still perform wheel-side braking operations normally in the event of a communication anomaly.

[0030] It can be seen that the embodiment of the present application sends a braking instruction to each wheel-side controller through the central controller. The wheel-side controller with normal communication can receive the braking instruction, while the wheel-side controller with abnormal communication cannot receive the braking instruction. In this case, the wheel-side controller with normal communication forwards the braking instruction to the wheel-side controller with abnormal communication, and the wheel-side controller with abnormal communication performs the wheel-side braking operation based on the forwarded braking instruction or the braking attribute data collected by itself. In summary, the embodiment of the present application not only considers the braking instruction forwarded by other wheel-side controllers with normal communication, but also considers the braking attribute data collected by the wheel-side controller with abnormal communication itself. In this way, by considering multi-dimensional factors, the wheel-side braking control accuracy of the vehicle can be effectively improved. By acting as a bridge with other wheel-side controllers with normal communication, the wheel-side controller with abnormal communication can still perform the wheel-side braking operation normally, ensuring that the vehicle can brake normally, which helps to improve the driving safety of the vehicle.

[0031] The above steps will be further explained below.

[0032] In some embodiments, reference Figure 2 There may be multiple backup controllers and at least one first fault controller. The execution of the wheel braking operation by the first fault controller based on the braking instruction forwarded by the backup controller or the braking attribute data of the first fault controller may include: Through each first fault controller, the braking instructions forwarded by multiple backup controllers are checked for consistency to obtain first detection information, and based on the first detection information, combined with the braking attribute data or the braking instructions forwarded by multiple backup controllers, wheel-side braking operations are performed; wherein the first detection information is used to indicate whether the braking instructions forwarded by multiple backup controllers are consistent.

[0033] In this embodiment, there may be two or more backup controllers and one or more first fault controllers. In this case, each first fault controller is configured to perform the following operations: First, it receives braking commands forwarded by multiple backup controllers. Then, it performs a consistency check on these braking commands to determine whether they are consistent. Finally, based on the consistency check results, combined with its own collected braking attribute data or these braking commands, it executes wheel-side braking operations.

[0034] Here, if the first fault controller only considers the braking instructions forwarded by a single backup controller to perform wheel-side braking operations, the wheel-side braking control of the first fault controller will be relatively one-sided, resulting in low wheel-side braking control accuracy. Therefore, for each first fault controller, this embodiment aggregates the braking instructions forwarded by all backup controllers in the wheel-side braking control of the first fault controller. This can effectively reduce the one-sidedness of the wheel-side braking control of the first fault controller, improve the wheel-side braking control accuracy of the first fault controller, and make the wheel-side braking effect more in line with actual conditions.

[0035] In addition, in actual applications, the braking instructions forwarded by each backup controller may differ greatly, that is, inconsistent. For example, the braking instructions received by the wheel-side controller of the front axle are often different from the braking instructions received by the wheel-side controller of the rear axle. In this case, the present embodiment is easily affected by the inconsistency of braking instructions during the control process, which will cause the wheel-side braking control accuracy of the first fault controller to decrease. In view of this, for each first fault controller, the present embodiment introduces consistency detection, that is, detecting whether the braking instructions forwarded by each backup controller are consistent, and selecting the braking attribute data or the braking instructions forwarded by each backup controller to perform wheel-side braking based on the results of the consistency detection. This can ensure that the braking instructions forwarded by each backup controller are relatively small, reduce the impact of inconsistent braking instructions on the wheel-side braking control of the first fault controller, and thus ensure the wheel-side braking control accuracy of the first fault controller.

[0036] In summary, in the above method, this embodiment not only considers the braking instructions forwarded by multiple wheel-side controllers with normal communication, but also considers the braking attribute data collected by the wheel-side controller with abnormal communication itself. In this way, by considering multi-dimensional factors, the vehicle's wheel-side braking control accuracy can be effectively improved. Through the bridge role of multiple wheel-side controllers with normal communication, the wheel-side controller with abnormal communication can still perform wheel-side braking operations normally, ensuring that the vehicle can brake normally, which helps to improve the vehicle's driving safety.

[0037] In some embodiments, performing consistency detection on the braking instructions forwarded by the multiple standby controllers to obtain the first detection information may include: Determine a difference between a maximum value and a minimum value in the braking commands forwarded by the plurality of backup controllers as a braking difference, and determine a duration during which the braking difference is greater than or equal to a preset braking threshold as a first duration; First detection information is obtained according to the braking difference and the first duration.

[0038] In this embodiment, there may be two or more backup controllers, and there may be one or more first fault controllers. For each first fault controller, it is used to perform the following operations: first, receive the braking instructions forwarded by multiple backup controllers, and determine the maximum and minimum values ​​therein. Then, calculate the difference between the maximum value and the minimum value as the braking difference, which indicates the extreme value difference in the braking instructions forwarded by multiple backup controllers. Afterwards, count from the time the braking instruction forwarded by the last backup controller is received, and obtain the duration during which the braking difference is greater than or equal to the preset braking threshold, which can be referred to as the first duration. Among them, the braking threshold can be flexibly set according to actual conditions. For example, the braking threshold can be 300N, but is not limited to this. Finally, a consistency test is performed based on the braking difference and the first duration to obtain first detection information indicating whether the braking instructions forwarded by multiple backup controllers are consistent.

[0039] Specifically, consistency detection can be divided into multiple rounds of detection, and the implementation of each round of detection is the same. In a single round of detection, if the braking difference is less than the braking threshold, it means that the braking instructions forwarded by multiple backup controllers in this round of detection are very different. At this time, it is considered that the braking instructions forwarded by multiple backup controllers in this round of detection are initially consistent. However, in order to maintain the robustness of the system, it is necessary to determine that the above conditions are not met for a period of time before it can be considered that the braking instructions forwarded by multiple backup controllers in this round of detection are completely inconsistent. Accordingly, the first detection information obtained based on the braking difference and the first duration may include: In a single round of detection, if the braking difference is greater than or equal to the braking threshold, and the first duration reaches a preset time threshold, it means that in this round of detection, there is a long period of time when the braking instructions forwarded by multiple backup controllers differ greatly. The operation at this time is: the first fault controller sends a notification signal to each backup controller, so that each backup controller re-requests the braking instruction from the central controller based on the communication signal. The central controller re-issues the braking instruction to each backup controller accordingly. Each backup controller forwards the re-issued braking instruction to the first fault controller, and the first fault controller jumps to the next round of detection to achieve cyclic detection; otherwise, it means that in this round of detection, there is a long period of time when the braking instructions forwarded by multiple backup controllers differ little. At this time, the first fault controller determines the first detection information as the braking instructions forwarded by multiple backup controllers are consistent. Among them, the time threshold can be flexibly set according to actual conditions. For example, the time threshold can be 200ms, but is not limited to this.

[0040] When all rounds of detection are completed, if the conditions that the braking difference is greater than or equal to the braking threshold and the first duration reaches the preset time threshold are met in all rounds of detection, it means that after multiple requests, the braking instructions forwarded by multiple backup controllers still cannot reach a consensus. At this time, the first fault controller determines the first detection information as inconsistent braking instructions forwarded by multiple backup controllers.

[0041] Here, the extreme value differences in the braking instructions forwarded by multiple backup controllers, as well as the duration of the extreme value differences, are used as a benchmark, combined with an iterative detection method of repeatedly requesting braking instructions to achieve consistency detection. In this way, the extreme value differences can effectively measure the differences between different braking instructions, and through this difference, it is possible to accurately detect whether the braking instructions are consistent. Taking into account the differences in the timing of each braking instruction, integrating its duration on the basis of the extreme value differences can accommodate the time it takes for each braking instruction to be delivered to the first fault controller, reducing the impact of timing differences on consistency detection, and thus effectively improving the accuracy of consistency detection. Consistency detection can ensure that the braking instructions forwarded by each backup controller are relatively close, reducing the impact of inconsistent braking instructions on the wheel-side braking control of the first fault controller, and helping to improve the wheel-side braking control accuracy of the first fault controller.

[0042] In some embodiments, reference Figure 2 The above-mentioned performing wheel-side braking operations based on the first detection information in combination with the braking attribute data or the braking instructions forwarded by the multiple standby controllers may include: If the first detection information indicates that the braking instructions forwarded by the multiple standby controllers are consistent, performing a wheel-side braking operation based on the braking instructions forwarded by the multiple standby controllers; Alternatively, if the first detection information is used to indicate that the braking instructions forwarded by the plurality of standby controllers are inconsistent, a wheel-side braking operation is performed based on the braking attribute data.

[0043] In this embodiment, whether the braking instructions forwarded by the backup controllers are consistent with each other is detected in the consistency detection.

[0044] If so, it indicates that the braking instructions are synchronized. In this case, the first fault controller performs wheel-side braking operations based on the braking instructions. The wheel-side braking operations here refer to the first fault controller controlling the corresponding wheel-side brakes to perform braking.

[0045] Exemplarily, each braking instruction represents a braking force data, and the first fault controller can process these braking instructions through a machine learning method to obtain the final braking force data, and perform wheel-side braking operations based on this. Among them, the machine learning method pre-learns the relationship between multiple braking instructions and the final braking force data. The machine learning method can quickly and accurately arbitrate the braking force of the wheel-side actuator that ultimately acts on the first fault controller. It should be understood that the machine learning method can be flexibly set according to actual conditions. For example, the machine learning method can be a support vector machine, logistic regression, etc., but is not limited to this.

[0046] For example, each braking command represents a braking force data. The first fault controller can perform weighted averaging or mean processing on these braking commands to obtain the final braking force data, and perform wheel-side braking operations based on this data. The mean processing here can quickly determine the braking force that ultimately acts on the wheel-side actuator of the first fault controller, while the weighted averaging processing can assign corresponding weights to each backup controller based on its importance, thereby accurately determining the final braking force that acts on the wheel-side actuator of the first fault controller.

[0047] If not, it indicates that these braking commands are not synchronized. Directly using these braking commands for wheel-side braking would cause errors in the wheel-side braking operation of the first faulty controller, thus affecting the braking function. Therefore, in this case, the first faulty controller abandons the attempt to obtain braking commands from the central controller through other wheel-side controllers with normal communication, issues an alarm, and uses its own collected braking attribute data to calculate the corresponding braking force data, and then performs wheel-side braking accordingly.

[0048] It should be understood that the specific implementation of the first fault controller using the braking attribute data collected by itself to calculate the corresponding braking force data is the same as the specific implementation of the central controller using the braking attribute data collected by itself to calculate the corresponding braking force data in the aforementioned embodiment, and no further details will be given.

[0049] Here, if the braking instructions forwarded by each backup controller are determined to be consistent, each first fault controller directly uses these braking instructions to perform wheel braking operations. Because the braking instructions forwarded by each backup controller are highly consistent with the vehicle's current braking condition, each first fault controller performs wheel braking based on these braking instructions, ensuring that its wheel braking behavior is highly consistent with the vehicle's actual braking condition, effectively improving the accuracy of its wheel braking control. If the braking instructions forwarded by each backup controller are determined to be inconsistent, each first fault controller discards these braking instructions and calculates the corresponding braking force data using its own collected braking attribute data, and performs wheel braking accordingly. In this way, even if the braking instructions forwarded by each backup controller are unable to function in the wheel braking of the first fault controller, each first fault controller can still independently control its wheel brakes to perform braking in the event of a communication anomaly. Moreover, the braking attribute data is highly correlated with the vehicle's current braking condition. Therefore, each first fault controller performs wheel braking based on this braking instruction, ensuring that its wheel braking behavior is highly consistent with the vehicle's actual braking condition, effectively improving the accuracy of its wheel braking control. Through the above method, it can be ensured that the wheel side braking can still be performed normally and accurately in the case of communication abnormality, ensuring that the vehicle can brake normally, which helps to improve the driving safety of the vehicle.

[0050] In some embodiments, reference Figure 3 The standby controller may be one, and the first fault controller may be multiple; performing the wheel braking operation by the first fault controller based on the braking instruction forwarded by the standby controller or the braking attribute data of the first fault controller may include: Obtaining a braking force signal through each first fault controller based on the braking command forwarded by the backup controller and feeding it back to the backup controller; Performing synchronization detection on the braking force signals fed back by the plurality of first fault controllers by the backup controller, obtaining second detection information and sending it to each first fault controller; wherein the second detection information is used to indicate whether the braking force signals fed back by the plurality of first fault controllers are synchronized; Through each first fault controller, based on the second detection information, combined with the braking attribute data or the braking instruction forwarded by the backup controller, the wheel side braking operation is performed.

[0051] In this embodiment, there is only one, two or more backup controllers, and there can be two or more first fault controllers. In this case, first, the backup controller can act as the main controller, receive the braking instructions from the central controller and forward them to multiple first fault controllers. Then, for each first fault controller, it is used to perform the following operations: the first fault controller receives the braking instructions forwarded by the backup controller, which can be understood as the braking force demand, and accordingly reaches a certain braking force value within a certain time period, which is the braking force signal, and then feeds the braking force signal back to the backup controller. Afterwards, the backup controller monitors the braking force signals fed back by the multiple first fault controllers and performs synchronization detection to determine whether these braking force signals are synchronized, obtains the second detection information indicating whether the braking force signals fed back by the multiple first fault controllers are synchronized, and forwards it to the multiple first fault controllers. Finally, for each first fault controller, it is used to perform the following operations: according to the second detection information, combined with the braking attribute data or the braking instructions forwarded by the backup controller, perform the wheel-side braking operation.

[0052] It should be noted that the braking force signal here refers to the actual braking force value of the wheel side, but the actual value is not directly equal to the braking force demand value. This is because: first, the wheel side brake needs to control the motor to clamp, and there is a certain response delay or execution error during this period; second, the braking force of the front and rear axles is different and not exactly the same; third, the communication between the wheel side controllers may be different, or the wheel side actuators of some wheel side controllers may be abnormal, which will cause some wheel side controllers to fail to respond normally to the braking force demand, that is, abnormal response.

[0053] Here, when there is only one backup controller, each first fault controller needs to only consider the braking instructions forwarded by the backup controller to perform wheel-side control operations. In actual applications, the braking instructions forwarded by the backup controller represent the actual braking requirements, but the braking requirements are not necessarily applicable to all first fault controllers. For example, the braking force requirement of the front axle is not necessarily applicable to the braking force requirement of the rear axle, which will cause the braking responses of each first fault controller to be asynchronous. Moreover, the communication conditions and / or execution conditions of each first fault controller are often different, which will also cause the braking responses of each first fault controller to be asynchronous. In this case, if the braking requirement is forcibly applied to each first fault controller, it will cause the wheel-side braking control of each first fault controller to be difficult to achieve the expected results, resulting in a decrease in the wheel-side braking control accuracy of the first fault controller.

[0054] To this end, this embodiment introduces synchronization detection and multi-dimensional wheel-side braking control, that is, the backup controller indirectly determines whether the braking instructions forwarded by the backup controller are applicable to all first fault controllers by detecting whether the braking force signals fed back by each first fault controller are synchronized. Each first fault controller performs wheel-side braking based on the results of the synchronization detection combined with the braking attribute data or the braking instructions forwarded by the backup controller.

[0055] In this way, synchronization detection can ensure that the braking instructions are applicable to all first fault controllers during actual wheel-side braking, improve the synchronization of the wheel-side braking responses of each first fault controller, thereby ensuring the wheel-side braking control accuracy of each first fault controller and ensuring the braking stability of the vehicle; moreover, not only the braking instructions forwarded by a single wheel-side controller with normal communication are considered, but also the braking attribute data collected by the wheel-side controller with abnormal communication itself is considered. In this way, by considering multi-dimensional factors, the wheel-side braking control accuracy of the vehicle can be effectively improved, and through the bridge role of the wheel-side controller with normal communication, the wheel-side controller with abnormal communication can still perform wheel-side braking operations normally, ensuring that the vehicle can brake normally, which helps to improve the driving safety of the vehicle.

[0056] In some embodiments, the synchronization detection of the braking force signals fed back by the plurality of first fault controllers to obtain the second detection information may include: If a preset condition is met, determining the second detection information as indicating that the braking force signals fed back by the plurality of first fault controllers are synchronized; otherwise, determining the second detection information as indicating that the braking force signals fed back by the plurality of first fault controllers are not synchronized; The pre-conditions include the following: Each first fault controller responds to the braking command; The braking force signals of each first fault controller reach the corresponding braking force threshold, or the absolute value of the difference between the braking force signal of each first fault controller and the corresponding braking force threshold is within a preset difference range; The time at which each first fault controller generates a braking force signal is within a preset time range.

[0057] In this embodiment, in the synchronization detection, if it is detected that all the first fault controllers are correctly responding to the braking force requirements and reaching their respective required values ​​within a certain time, or the required values ​​are not reached within a certain time but the actual values ​​are within a normal range, then it means that the braking force signals fed back by the first fault controllers are synchronized; otherwise, it means that the braking force signals fed back by the first fault controllers are not synchronized.

[0058] Accordingly, if the following conditions are met at the same time, the second detection information is determined to be used to indicate that the braking force signals fed back by multiple first fault controllers are synchronized: (1) each first fault controller responds to the braking command; (2) the braking force signals of each first fault controller reach the corresponding braking force threshold, or the absolute value of the difference between the braking force signals of each first fault controller and the corresponding braking force threshold is within a preset difference range; (3) the time when each first fault controller generates the braking force signal is within a preset time range. The difference range and the time range can be flexibly set according to actual conditions. For example, the difference range can be [50N, 100N], and the time range can be [100ms, 150ms], but are not limited thereto. If any of the above conditions is not met, the second detection information is determined to be used to indicate that the braking force signals fed back by multiple first fault controllers are not synchronized.

[0059] Here, synchronization detection is performed using the braking response results of each first fault controller (i.e., whether or not a response occurred, the braking force signal generated, and the time of signal generation) as a benchmark. By comparing the braking response results of each first fault controller, it is possible to accurately detect whether each first fault controller responds to the braking command synchronously or consistently, effectively improving the accuracy of synchronization detection. This synchronization detection ensures that the braking command applies to all first fault controllers during actual wheel-side braking, improving the synchronization of the wheel-side braking responses of each first fault controller, thereby ensuring the wheel-side braking control accuracy of each first fault controller and ensuring the braking stability of the vehicle.

[0060] In some embodiments, reference Figure 3 The above-mentioned execution of the wheel braking operation based on the second detection information in combination with the braking attribute data or the braking instruction forwarded by the backup controller includes: If the second detection information is used to indicate that the braking force signal fed back by at least one first fault controller is synchronized, then performing a wheel braking operation based on the braking instruction forwarded by the backup controller; Alternatively, if the second detection information is used to indicate that the braking force signal fed back by at least one first fault controller is not synchronized, a wheel braking operation is performed based on the braking attribute data.

[0061] In this embodiment, during the synchronization detection, it is detected whether the responses of the first fault controllers to the braking command are consistent.

[0062] If so, it indicates that the responses of the first fault controllers to the braking command are synchronized. In this case, the first fault controllers directly perform wheel-side braking operations based on the braking command. The wheel-side braking operation here refers to the first fault controller controlling the corresponding wheel-side brake to brake the wheel-side brake. The specific implementation of this is described in the previous embodiment and will not be repeated here.

[0063] If not, it indicates that the responses of the first fault controllers to the braking command are not synchronized. If the braking command is directly used to control the wheel-side braking of all the first fault controllers, errors will occur in the wheel-side braking operations of the first fault controllers, thereby affecting the implementation of the braking function. Therefore, in this case, each first fault controller is configured to perform the following operations: abandon the operation of obtaining the braking command from the central controller through other wheel-side controllers with normal communication, issue an alarm, select the braking attribute data collected by itself to calculate the corresponding braking force data, and execute the wheel-side braking operation accordingly, that is, it controls the corresponding wheel brake to brake the wheel brake.

[0064] It should be understood that the specific implementation of the first fault controller using the braking attribute data collected by itself to calculate the corresponding braking force data is the same as the specific implementation of the central controller using the braking attribute data collected by itself to calculate the corresponding braking force data in the aforementioned embodiment, and no further details will be given.

[0065] Here, if it is determined that the responses of the first fault controllers to the braking instructions are synchronized, then the first fault controllers directly use the braking instructions to perform wheel-side braking operations. Since the braking instructions forwarded by the standby controller are highly consistent with the braking condition of the vehicle at the current moment, and the braking instructions are applicable to all first fault controllers, each first fault controller performs wheel-side braking based on the braking instructions, so that its wheel-side braking behavior is highly consistent with the actual braking condition of the vehicle, effectively improving the accuracy of its wheel-side braking control. If it is determined that the responses of the first fault controllers to the braking instructions are not synchronized, then the first fault controllers discard the braking instructions and calculate the corresponding braking force data through the braking attribute data collected by themselves, and perform wheel-side braking accordingly. In this way, even if the braking instruction forwarded by the backup controller is not applicable to all first fault controllers and cannot play a role in the wheel-side braking of each first fault controller, each first fault controller can still control its wheel-side brake to brake in the event of communication abnormality, and the braking attribute data is highly correlated with the braking condition of the vehicle at the current moment. The first fault controller performs wheel-side braking based on this, which can make its wheel-side braking behavior highly consistent with the actual braking condition of the vehicle, effectively improving the accuracy of its wheel-side braking control. Through the above method, it can ensure that it can still perform wheel-side braking normally and accurately in the event of communication abnormality, ensure that the vehicle can brake normally, and help improve the driving safety of the vehicle.

[0066] In some embodiments, reference Figure 4 , the above method may further include the following steps: In a case where there are multiple first fault controllers but no backup controller, determining a target controller from among the multiple first fault controllers through any one of the first fault controllers; sending the braking force data of the target controller to each first fault controller via the target controller; The wheel side braking operation is performed by each first fault controller based on the braking force data sent by the target controller.

[0067] In this embodiment, during driving, each wheel-side controller is tested to determine whether communication between the wheel-side controller and the central controller is normal. If all wheel-side controllers are detected to be communicating abnormally with the central controller, it is determined that there are multiple primary faulty controllers but no backup controllers. This means that all wheel-side controllers are unable to receive braking commands from the central controller. In this case, all wheel-side controllers are primary faulty controllers. They communicate with each other and combine their respective braking attribute data to generate braking force data that matches their respective braking forces, and then perform wheel-side braking operations accordingly.

[0068] Specifically, all wheel-side controllers can first determine a master wheel-side controller, i.e., the target controller, through an election. This election can be performed by any wheel-side controller. For example, the wheel-side controller with the best performance can be selected to perform the election, or a wheel-side controller can be randomly selected to perform the election, but this is not limited to this.

[0069] Exemplarily, each wheel-side controller is pre-set with a corresponding priority, and the wheel-side controller with the highest priority is selected as the target controller.

[0070] As another example, the braking force distribution schemes calculated by each wheel-side controller are obtained. Wheel-side controllers with significantly different distribution schemes are excluded, and the remaining wheel-side controllers are then prioritized to determine the target controller. The braking force distribution scheme here refers to the front and rear axle braking forces calculated by the wheel-side controllers. In theory, the differences between the front and rear axle braking forces calculated by all wheel-side controllers should be minimal. However, there may be anomalies, such as some wheel-side controllers failing to collect correct braking attribute data, resulting in significant differences in the braking force distribution schemes of some wheel-side controllers compared to those of other wheel-side controllers.

[0071] Based on this, the following operations can be performed: First, all wheel-side controllers calculate the corresponding braking force data using the braking attribute data they have collected. The braking force data includes the front axle braking force and the rear axle braking force. The absolute value of the difference between the front axle braking force and the rear axle braking force is calculated as the front-to-rear axle difference value, and sent to the wheel-side controller performing the election operation. Then, the wheel-side controller performing the election operation calculates the average of the front-to-rear axle difference values ​​of all wheel-side controllers as the difference mean. This difference mean reflects the average braking level of all wheel-side controllers, and removes wheel-side controllers whose front-to-rear axle difference values ​​differ significantly from the difference mean. These removed wheel-side controllers deviate significantly from the average braking level. For example, wheel-side controllers whose absolute value of the difference between the front and rear axle difference values ​​and the difference mean is greater than a preset difference threshold are removed. Specifically, if the absolute value of the difference between the front and rear axle difference values ​​and the difference mean of all wheel-side controllers is greater than the difference threshold, the wheel-side controllers with the smallest and second smallest absolute values ​​of the difference are retained. If only one wheel-side controller has an absolute value of the difference between the front and rear axle difference values ​​and the difference mean that is less than or equal to the difference threshold, then that wheel-side controller is retained, and the wheel-side controller with the smallest absolute value of the difference is also retained. For another example, the wheel-side controllers with the maximum and minimum values ​​among all front and rear axle difference values ​​are removed. Finally, the wheel-side controller that performs the election operation selects the wheel-side controller with the highest priority from the remaining wheel-side controllers as the target controller.

[0072] Alternatively, the following operation can be performed: all wheel-side controllers calculate corresponding braking force data using their own collected braking attribute data. The braking force data includes front axle braking force and rear axle braking force, and send the data to the wheel-side controller performing the election operation. The wheel-side controller performing the election operation then calculates the average of the front axle braking forces of all wheel-side controllers as the front axle braking average. This front axle braking average reflects the average braking level of all wheel-side controllers on the front axle, and removes wheel-side controllers whose front axle braking force differs significantly from the front axle braking average. These removed wheel-side controllers significantly deviate from the front axle braking average. Similarly, the wheel-side controller performing the election operation calculates the average of the rear axle braking forces of all wheel-side controllers as the rear axle braking average. This rear axle braking average reflects the average braking level of all wheel-side controllers on the rear axle, and removes wheel-side controllers whose rear axle braking force differs significantly from the rear axle braking average. These removed wheel-side controllers significantly deviate from the rear axle braking average. For example, wheel-side controllers whose absolute value of the difference between the braking force and the braking average is greater than a preset difference threshold are removed. Special cases are similar to the above description. For another example, the wheel-side controllers with the maximum and minimum values ​​among all braking forces are removed. Finally, the wheel-side controllers performing the election operation select the wheel-side controller with the highest priority from the remaining wheel-side controllers as the target controller.

[0073] After the election is complete, if the target controller is not the wheel-side controller that performed the election, the wheel-side controller that performed the election will send a notification message to the target controller, informing it that it has been elected as the master wheel-side controller. Otherwise, no notification message is sent. At this point, the target controller transmits its braking force data to the other wheel-side controllers. Finally, the target controller directly performs wheel-side braking based on its own braking force data, while the other wheel-side controllers receive the braking force data sent by the target controller and use this braking force data as their own braking force data for wheel-side braking operations.

[0074] When all wheel-side controllers are unable to communicate with the central controller, meaning they are unable to obtain braking commands, a target controller is first selected from the braking force distribution schemes of each wheel-side controller. The target controller's braking force distribution scheme has a small difference between front and rear axle braking, in line with the average level. Furthermore, the target controller has the highest priority among all wheel-side brakes. This ensures that the braking force data of the subsequent target controller is applicable to all wheel-side controllers. This improves the synchronization of the wheel-side braking responses of each wheel-side controller while reducing the differences between their respective braking effects. This ensures that the wheel-side braking control of each wheel-side controller is tailored to the actual braking conditions of the vehicle, thereby improving the control accuracy of each wheel-side controller and ensuring the vehicle's braking stability. Subsequently, the braking force data of the target controller is used as a benchmark to ensure that each wheel-side controller performs wheel-side braking operations normally. This ensures that each wheel-side controller can still perform wheel-side braking normally and accurately even in the event of communication anomalies, ensuring normal braking of the vehicle and contributing to improved driving safety.

[0075] In some embodiments, reference Figure 5 , the above method further comprises the following steps: In the case where there is at least one second fault controller, a wheel-side braking operation is performed based on the braking attribute data of the second fault controller; wherein the second fault controller is a wheel-side controller that abnormally communicates with the central controller and other wheel-side controllers.

[0076] In this embodiment, during driving, each wheel-side controller is tested to determine whether communication between the wheel-side controller and the central controller is normal. If a wheel-side controller is detected to be communicating abnormally with the central controller and other wheel-side controllers, it indicates that the wheel-side controller is unable to receive braking commands issued by the central controller or forwarded by other wheel-side controllers with normal communication. In this case, the wheel-side controller is defined as a second faulty controller. If there is at least one second faulty controller, each second faulty controller is configured to perform the following operations: issue an alarm, calculate corresponding braking force data using its own collected braking attribute data, and perform wheel-side braking accordingly. This ensures that the wheel-side controller can still perform wheel-side braking normally and accurately even when communication with the central controller and other wheel-side controllers is abnormal, ensuring normal braking of the vehicle and improving driving safety. In addition, in this case, the rotational speed of all wheels is controlled to be reduced to a safe range, for example, below 40 km / h, to prevent accidents.

[0077] It should be understood that the specific implementation of the second fault controller using the braking attribute data collected by itself to calculate the corresponding braking force data is the same as the specific implementation of the central controller using the braking attribute data collected by itself to calculate the corresponding braking force data in the aforementioned embodiment, and this will not be repeated.

[0078] To facilitate understanding of the above-mentioned wheel-side braking control method in the embodiment of the present application, the above-mentioned wheel-side braking control method in the embodiment of the present application will be explained below using an application scenario.

[0079] In this application scenario, the vehicle is a four-wheel drive vehicle, such as Figure 6 As shown, the vehicle is equipped with a central controller, and each wheel is equipped with a wheel-side controller and a wheel-side actuator. The wheel-side controllers are connected to the wheel-side actuators and the central controller respectively. During driving, the central controller calculates the braking force data of each wheel-side controller in real time, encapsulates the braking force data of each wheel-side controller into a braking command, and sends it to each wheel-side controller. Under normal circumstances, each wheel-side controller will control the corresponding wheel-side brake based on the braking command it receives, so that the wheel-side brake is braking. If it is detected that at least one wheel-side controller has a communication anomaly, such as it cannot communicate with the central controller, or it cannot communicate with the central controller and other wheel-side controllers, it is considered an abnormal situation.

[0080] Wheel brake control under abnormal conditions can be divided into the following situations: (1) Communication abnormality between a single wheel-side controller and the central controller: like Figure 2As shown, each first fault controller is configured to perform the following operations: first, it receives braking commands forwarded by multiple backup controllers. Then, it performs consistency checks on these braking commands. In a single round of testing, if the braking difference is greater than or equal to the braking threshold and the first duration reaches the time threshold, the first fault controller sends a notification signal to each backup controller, causing each backup controller to re-request braking commands from the central controller based on the communication signal. The central controller then re-issues the braking commands to each backup controller, which then forwards the re-issued braking commands to the first fault controller, which then proceeds to the next round of testing. Otherwise, the first fault controller determines in the first detection information that the braking commands forwarded by the multiple backup controllers are consistent. The braking difference refers to the difference between the maximum and minimum values ​​of the braking commands forwarded by the multiple backup controllers, and the first duration refers to the duration during which the braking difference is greater than or equal to the preset braking threshold. After all rounds of testing are completed, if the braking difference is greater than or equal to the braking threshold and the first duration reaches the preset time threshold in all rounds of testing, the first fault controller determines in the first detection information that the braking commands forwarded by the multiple backup controllers are inconsistent. Finally, if the first detection information is used to indicate that the braking instructions forwarded by multiple backup controllers are consistent, the first fault controller performs wheel-side braking operations based on these braking instructions. Otherwise, the first fault controller calculates the corresponding braking force data through the braking attribute data collected by itself, and performs wheel-side braking accordingly.

[0081] (2) Communication abnormality between the two wheel-side controllers and the central controller: In the previous situation, each first fault controller can still receive the braking instructions from the other two wheel-side controllers at the same time and implement wheel-side braking control according to the method shown in the above situation (1).

[0082] (3) Communication abnormality between the three wheel side controllers and the central controller: like Figure 3As shown, first, the backup controller can act as the master controller, receiving braking commands from the central controller and forwarding them to multiple first-fault controllers. Then, for each first-fault controller, the following operations are performed: the first-fault controller receives the braking command forwarded by the backup controller, which can be understood as a braking force demand. Based on this braking command, the first-fault controller reaches a certain braking force value within a certain period of time, which is the braking force signal. The braking force signal is then fed back to the backup controller. The backup controller then performs a synchronization check on the braking force signals fed back by each first-fault controller. Specifically, if the following conditions are simultaneously met, the backup controller determines the second detection information as indicating synchronization of the braking force signals fed back by the multiple first-fault controllers: 1) each first-fault controller responds to the braking command; 2) the braking force signals of each first-fault controller reach the corresponding braking force threshold, or the absolute value of the difference between the braking force signals of each first-fault controller and the corresponding braking force threshold is within a preset difference range; 3) the time at which each first-fault controller generates the braking force signal is within a preset time range. If any of the above conditions is not met, the backup controller determines the second detection information as indicating that the braking force signals fed back by the multiple first-fault controllers are not synchronized. Finally, the backup controller forwards the second detection information to each first-fault controller, and for each first-fault controller, performs the following operations: If the second detection information indicates that the braking force signals fed back by at least one first-fault controller are synchronized, each first-fault controller directly uses the braking command to perform wheel-side braking operations; otherwise, each first-fault controller calculates the corresponding braking force data using its own collected braking attribute data and performs wheel-side braking accordingly.

[0083] (4) There is an abnormality in the communication between all wheel side controllers and the central controller: like Figure 4 As shown, first, all wheel-side controllers calculate corresponding braking force data using their own collected braking attribute data and send it to the wheel-side controller performing the election operation. Then, the wheel-side controller performing the election operation selects a wheel-side controller as the target controller based on the braking force data of all wheel-side controllers and sends a message notification to the target controller to inform the target controller that it has been elected as the main wheel-side controller. Thereafter, in response to the message notification, the target controller sends its braking force data to the other wheel-side controllers, and the target controller directly performs wheel-side braking based on its own braking force data. Finally, the other wheel-side controllers receive the braking force data sent by the target controller and use this braking force data as the braking force data for their wheel-side braking operations, thereby performing wheel-side braking.

[0084] (5) A single wheel-side controller has abnormal communication with the central controller and with other wheel-side controllers: like Figure 5 As shown, for each second fault controller, it is used to perform the following operations: select the braking attribute data collected by itself to calculate the corresponding braking force data, and perform wheel-side braking operations accordingly, that is, it controls the corresponding wheel-side brake to enable the wheel-side brake to brake.

[0085] In addition, an embodiment of the present application further provides a wheel side brake control device, which may include: Central controller, used to send braking instructions to all wheel-side controllers; a wheel-side controller configured to, in the presence of a first fault controller and a backup controller, forward a braking instruction to the first fault controller if the wheel-side controller is the backup controller, or, if the wheel-side controller is the first fault controller, perform a wheel-side braking operation based on the braking instruction forwarded by the backup controller or the braking attribute data of the first fault controller; Among them, the first fault controller is the wheel-side controller that communicates abnormally with the central controller, and the backup controller is the wheel-side controller that communicates normally with the central controller.

[0086] The contents of the above method embodiments are all applicable to the present device embodiments. The functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0087] Finally, an embodiment of the present application provides a vehicle, which may include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the above-mentioned wheel-side braking control method.

[0088] The above-mentioned vehicles can be private cars, such as sedans, sport utility vehicles (SUVs), multi-purpose vehicles (MPVs) or pickup trucks, or commercial vehicles, such as vans, buses, small trucks or large trailers, or gasoline vehicles or new energy vehicles such as hybrid and pure electric vehicles.

[0089] The above-mentioned memory is a non-transient network system that can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a memory remotely arranged relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0090] The above-mentioned memory can be implemented in the form of read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory and is called by the processor to execute the methods of the embodiments of this application.

[0091] The above-mentioned processor can be implemented by a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present application.

[0092] In some embodiments, the vehicle may further include: Input / output interface, used to realize information input and output; Communication interface, used to realize communication interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, Wi-Fi, Bluetooth, etc.); The bus, which transfers information between the various components of the device (such as the processor, memory, input / output interfaces, and communication interfaces); The processor, memory, input / output interface and communication interface can be connected to each other through a bus within the device.

[0093] The contents of the above method embodiments are all applicable to the present vehicle embodiment. The functions specifically implemented by the present vehicle embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0094] In some optional embodiments, the function / operation mentioned in the block diagram may not occur in the order mentioned in the operation diagram. For example, depending on the function / operation involved, the two boxes shown in succession can actually be executed substantially simultaneously or the boxes can sometimes be executed in reverse order. In addition, the embodiments presented and described in the flow chart of the present application are provided in an exemplary manner for the purpose of providing a more comprehensive understanding of the technology. The disclosed method is not limited to the operations and logical flows presented herein. Optional embodiments are contemplated in which the order of the various operations is changed and the sub-operations described as a part of a larger operation are performed independently.

[0095] In addition, although the present application is described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in separate physical devices or software modules. It is also understood that a detailed discussion of the actual implementation of each module is not necessary for understanding the present application. More specifically, given the properties, functions, and internal relationships of the various functional modules in the devices disclosed herein, the actual implementation of the module will be understood within the routine skills of an engineer. Therefore, a person skilled in the art can implement the present application as set forth in the claims using ordinary techniques without undue experimentation. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of the present application, which is determined by the full scope of the appended claims and their equivalents.

[0096] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several programs for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program code.

[0097] The logic and / or steps represented in a flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable programs for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, a program execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can retrieve and execute a program from a program execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, a program execution system, apparatus, or device.

[0098] More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting, or processing it in another suitable manner as necessary, and then storing it in a computer memory.

[0099] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable program execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having logic gate circuits for implementing logical functions on data signals, an application-specific integrated circuit having suitable combinational logic gate circuits, a programmable gate array (PGA), a field-programmable gate array (FPGA), etc.

[0100] In the above description of this specification, reference to the terms "one embodiment / example," "another embodiment / example," or "certain embodiments / examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples.

[0101] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

[0102] The above is a specific description of the preferred implementation of the present application, but the present application is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without violating the spirit of the present application. These equivalent modifications or substitutions are all included in the scope defined by the claims of the present application.

Claims

1. A wheel side braking control method, characterized in that: The following steps are involved: Send braking instructions to all wheel-side controllers through the central controller; In the case where there is a first faulty controller and a backup controller, the braking command is forwarded to the first faulty controller via the backup controller; wherein the first faulty controller is the wheel-side controller that is abnormally communicating with the central controller, and the backup controller is the wheel-side controller that is normally communicating with the central controller; The wheel side braking operation is performed by the first fault controller based on the braking instruction forwarded by the backup controller or the braking attribute data of the first fault controller.

2. The method according to claim 1, characterized in that There are multiple backup controllers and at least one first fault controller; performing the wheel braking operation by the first fault controller based on the braking instruction forwarded by the backup controller or the braking attribute data of the first fault controller, including: performing, by each of the first fault controllers, a consistency check on the braking instructions forwarded by the plurality of the backup controllers to obtain first detection information, and executing a wheel-side braking operation based on the first detection information and in combination with the braking attribute data or the braking instructions forwarded by the plurality of the backup controllers; The first detection information is used to indicate whether the braking instructions forwarded by the multiple standby controllers are consistent.

3. The method according to claim 2, characterized in that The performing consistency detection on the braking instructions forwarded by the plurality of standby controllers to obtain first detection information includes: Determining a difference between a maximum value and a minimum value in the braking commands forwarded by the plurality of backup controllers as a braking difference, and determining a duration during which the braking difference is greater than or equal to a preset braking threshold as a first duration; The first detection information is obtained according to the braking difference and the first duration.

4. The method according to claim 2, characterized in that The performing of the wheel braking operation based on the first detection information in combination with the braking attribute data or the braking instructions forwarded by the plurality of standby controllers includes: If the first detection information indicates that the braking instructions forwarded by the plurality of backup controllers are consistent, performing a wheel-side braking operation based on the braking instructions forwarded by the plurality of backup controllers; Alternatively, if the first detection information is used to indicate that the braking instructions forwarded by the plurality of backup controllers are inconsistent, a wheel-side braking operation is performed based on the braking attribute data.

5. The method according to claim 1, wherein There is one standby controller and multiple first fault controllers; performing a wheel-side braking operation by the first fault controller based on a braking instruction forwarded by the standby controller or braking attribute data of the first fault controller includes: Obtaining, by each of the first fault controllers, a braking force signal based on the braking command forwarded by the backup controller and feeding the signal back to the backup controller; performing synchronization detection on the braking force signals fed back by the plurality of first fault controllers by the backup controller, obtaining second detection information and sending the second detection information to each of the first fault controllers; wherein the second detection information is used to indicate whether the braking force signals fed back by the plurality of first fault controllers are synchronized; Through each of the first fault controllers, wheel-side braking operations are performed based on the second detection information in combination with the braking attribute data or the braking instructions forwarded by the backup controller.

6. The method according to claim 5, characterized in that The performing of the wheel braking operation based on the second detection information in combination with the braking attribute data or the braking instruction forwarded by the standby controller includes: If the second detection information is used to indicate synchronization of the braking force signal fed back by at least one of the first fault controllers, then performing a wheel braking operation based on the braking instruction forwarded by the backup controller; Alternatively, if the second detection information is used to indicate that the braking force signal fed back by at least one of the first fault controllers is not synchronized, a wheel braking operation is performed based on the braking attribute data.

7. The method according to claim 1, characterized in that The method further comprises the following steps: In a case where there are multiple first faulty controllers but no backup controller, determining a target controller among the multiple first faulty controllers through any one of the first faulty controllers; sending the braking force data of the target controller to each of the first fault controllers through the target controller; The wheel braking operation is performed by each of the first fault controllers based on the braking force data sent by the target controller.

8. The method according to claim 1, characterized in that The method further comprises the following steps: In the presence of at least one second fault controller, a wheel-side braking operation is performed based on the braking attribute data of the second fault controller; wherein the second fault controller is the wheel-side controller that abnormally communicates with the central controller and other wheel-side controllers.

9. A wheel brake control device, characterized in that: include: Central controller, used to send braking instructions to all wheel-side controllers; a wheel-side controller configured to, in the presence of a first fault controller and a backup controller, forward the braking instruction to the first fault controller if the wheel-side controller is the backup controller, or, if the wheel-side controller is the first fault controller, perform a wheel-side braking operation based on the braking instruction forwarded by the backup controller or the braking attribute data of the first fault controller; The first fault controller is the wheel-side controller that communicates abnormally with the central controller, and the backup controller is the wheel-side controller that communicates normally with the central controller.

10. A vehicle, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements a wheel-side braking control method as described in any one of claims 1-8.

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