Electromechanical braking method based on fault pre-recognition, vehicle and storage medium

Abstract

The invention relates to vehicle braking technology records, and discloses an electromechanical braking method based on fault pre-recognition, a vehicle and a storage medium, and the electromechanical braking method based on fault pre-recognition comprises the steps that a main controller obtains operation data of the vehicle and synchronizes the operation data to a redundant controller; comparing the operation data with a preset fault pre-recognition model to obtain a first fault occurrence probability; judging whether the first fault occurrence probability is greater than a preset fault occurrence threshold value or not; and when the first fault occurrence probability is greater than a preset fault occurrence threshold value, triggering a redundant controller to control power distribution. According to the method, the potential risk of faults can be prevented in advance, the problem that braking cannot be achieved due to direct failure of the main controller can be avoided, the influence on driving experience is minimized, and the driving safety is greatly improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and in particular to an electronic mechanical braking method based on fault pre-identification, a vehicle and a storage medium. Background Art

[0002] In modern automobiles, electronic mechanical braking systems are gradually becoming an important development direction for braking systems due to their advantages such as fast response, high-precision control, and easy integration with other systems. The reliability and safety of electronic mechanical braking systems are of paramount importance. Once a failure occurs, it may cause braking performance to degrade or even fail, seriously threatening driving safety. In current electronic mechanical braking systems, it is usually necessary to set boundary values ​​for operating data to determine the working status of the electronic mechanical braking system. The corresponding treatment plan can only be executed after a failure occurs, which makes it impossible to prevent potential failures in advance, and safety performance is difficult to further improve. Therefore, there is an urgent need for an electronic mechanical braking system with higher safety. Summary of the Invention

[0003] The purpose of the present invention is to provide an electronic mechanical braking method, a vehicle and a storage medium based on fault pre-identification to solve one or more technical problems existing in the prior art and at least provide a beneficial option or create conditions.

[0004] An electromechanical braking method based on fault pre-identification according to an embodiment of the first aspect of the present invention includes: The main controller obtains the operating data of the vehicle and synchronizes the operating data to the redundant controller; Comparing the operating data with a preset fault pre-identification model to obtain a first fault occurrence probability; Determining whether the first fault occurrence probability is greater than a preset fault occurrence threshold; When the first fault occurrence probability is greater than the preset fault occurrence threshold, the redundant controller is triggered to take over the control power distribution.

[0005] This technical solution has at least the following beneficial effects: during normal use, the main controller controls and distributes the braking force, and the main controller keeps obtaining the vehicle's operating data for comparison with a pre-set fault pre-identification model. The fault pre-identification model itself records relevant information such as the fault type, fault location, and the probability of the fault occurring. After comparison, the probability of the main controller failing can be obtained, that is, the first fault occurrence probability. When the first fault occurrence probability is greater than the pre-set fault occurrence threshold, the main controller will have a greater chance of failure if it continues to work. At this time, the redundant controller directly takes over the distribution of the braking force, thereby preventing the potential risk of failure in advance, which is conducive to avoiding the problem of failure to brake due to direct failure of the main controller, minimizing the impact on the driving experience, and greatly improving driving safety.

[0006] According to some embodiments of the present invention, the redundant controller includes a sub-controller, and triggering the redundant controller to take over the control power distribution includes: The sub-controller obtains the operating data of the vehicle; The sub-controller distributes the braking force according to the acquired operation data and the operation data synchronized with the main controller.

[0007] According to some embodiments of the present invention, the redundant controller further includes four wheel-side controllers, and the triggering of the redundant controller to take over the control power distribution further includes: Comparing the operating data acquired by the sub-controller with the fault pre-identification model to obtain a second fault occurrence probability; Determining whether the second fault occurrence probability is greater than a preset fault occurrence threshold; When the second fault occurrence probability is greater than the preset fault occurrence threshold, the four wheel-side controllers are triggered to take over the control power distribution.

[0008] According to some embodiments of the present invention, triggering the four wheel-side controllers to take over the control power distribution includes: In the two wheel-side controllers corresponding to the left and right, the two wheel-side controllers exchange the wheel speed and the actual braking force in real time, and balance the braking force output by the two wheel-side controllers.

[0009] According to some embodiments of the present invention, triggering the four wheel-side controllers to take over the control power distribution includes: Among the two diagonal wheel-side controllers, when one wheel-side controller fails, the other wheel-side controller jointly distributes the two diagonal braking forces.

[0010] According to some embodiments of the present invention, triggering the redundant controller to take over the control power distribution further includes: The main controller performs self-repair and determines whether it can work normally; When the main controller can operate normally, the main controller repeatedly obtains the operating data of the vehicle.

[0011] According to some embodiments of the present invention, triggering the redundant controller to take over the control power distribution further includes: When the main controller cannot work normally, the control outputs a system abnormality signal.

[0012] According to some embodiments of the present invention, the present invention further includes: Update and maintain cloud data models; The fault pre-identification module is upgraded and adjusted according to the data model.

[0013] According to an embodiment of the second aspect of the present invention, a vehicle includes a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, the above-mentioned electronic mechanical braking method based on fault pre-identification is implemented.

[0014] This technical solution has at least the following beneficial effects: in this vehicle, the above-mentioned electronic mechanical braking method based on fault pre-identification can be used while driving. By preventing the potential risk of faults in advance, it is helpful to avoid the problem of being unable to brake due to direct failure of the main controller, minimize the impact on the driving experience, and greatly improve driving safety.

[0015] According to a third aspect of an embodiment of the present invention, a computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to enable a computer to execute the above-mentioned electronic mechanical braking method based on fault pre-identification.

[0016] This technical solution has at least the following beneficial effects: the above-mentioned electronic mechanical braking method based on fault pre-identification can be implemented as a computer program and tangibly contained in a computer-readable storage medium. When the processor uses this computer-readable storage medium to perform the electronic mechanical braking method based on fault pre-identification, it can prevent the potential risk of faults in advance, thereby helping to avoid the problem of failure to brake due to direct failure of the main controller, minimize the impact on the driving experience, and greatly improve driving safety.

[0017] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly describes the drawings required for describing the embodiments. Obviously, the drawings described only illustrate some embodiments of the present invention, not all of them. Those skilled in the art can derive other design solutions and drawings based on these drawings without inventive effort.

[0019] Figure 1 This is a flow chart of the electronic mechanical braking method based on fault pre-identification of the present invention.

[0020] Figure 2 This is a flow chart of the present invention that triggers the redundant controller to take over the control power distribution. DETAILED DESCRIPTION

[0021] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0022] In the description of the present invention, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present invention.

[0023] In the description of the present invention, "several" means one or more, "many" means more than two, "greater than," "less than," and "exceed" are understood to exclude the number itself, while "above," "below," and "within" are understood to include the number itself. The use of "first" and "second" in the description is solely for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, implicitly specifying the number of the indicated technical features, or implicitly specifying the order of the indicated technical features.

[0024] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, and connecting should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0025] Reference Figure 1 The electromechanical braking method based on fault pre-identification includes but is not limited to the following steps: In step S100, the main controller acquires vehicle operating data and synchronizes this data with the redundant controller. The main controller acquires real-time vehicle status information through sensors such as accelerometers, wheel speed sensors, and six-component force sensors, while also receiving the driver's braking demand signal. During normal operation, the main controller uses a braking force distribution algorithm to calculate the required braking force for each wheel and sends braking force commands to the corresponding wheel-side brakes, which then provide the corresponding braking force. During this process, the wheel-side brakes also provide feedback on braking results (such as actual braking force and brake operating status) to the main controller, forming a closed-loop control loop to ensure the expected braking effect. Furthermore, to ensure system redundancy and reliability, the main controller continuously synchronizes key data, such as braking force for each wheel, with the redundant controller during normal operation. The main controller also maintains a communication connection with the redundant controller via periodic communication signals, such as heartbeat data, to monitor the communication status between the two controllers in real time. The redundant controller can monitor the operating status of the main controller based on the transmission of heartbeat data, preparing for potential subsequent failover.

[0026] In step S200, the operating data is compared with a preset fault pre-identification model to obtain a first fault probability. Based on data collected by the fault monitoring module, the fault pre-identification model utilizes a fusion algorithm based on big data deep learning and model-based fault diagnosis to pre-identify potential faults in the electronic mechanical brake system and determine information such as fault type, location, and probability of occurrence. In practical applications, a large amount of collected and processed fault data is trained using a Bi-LSTM (bidirectional long short-term memory) model. The processed 32-dimensional feature vectors are fed into two LSTMs, one in the forward and one in the backward feeds. The hidden layers of these two networks (64 units with a dropout rate of 0.2) are then connected together and connected to the output layer. The output layer uses a Softmax function to classify predicted faults into different categories, and a Sigmoid function to predict the probability of fault occurrence. The trained high-accuracy model serves as the fault pre-identification model in this patent, and the model's accuracy and prediction precision can be continuously improved as the number of faults increases.

[0027] Step S300 determines whether the first fault probability is greater than a preset fault threshold. The main controller uses real-time vehicle data to predict the status of the electronic mechanical braking system, thereby determining the fault probability. The fault probability is then compared with the preset fault threshold to determine whether preventive measures are necessary.

[0028] If the probability of the first fault occurring exceeds the preset fault occurrence threshold, the system proceeds to step S400, triggering the redundant controller to take over control of the force distribution. The redundant controller then takes over control of the wheel brake output, preventing the main controller from failing and affecting the braking force distribution.

[0029] From the above, it can be seen that during normal use, the main controller controls and distributes the braking force, and the main controller keeps obtaining the vehicle's operating data for comparison with a pre-set fault pre-identification model. The fault pre-identification model itself records relevant information such as the fault type, fault location, and the probability of the fault occurring. After comparison, the probability of the main controller failing can be obtained, that is, the first fault occurrence probability. When the first fault occurrence probability is greater than the pre-set fault occurrence threshold, the main controller will have a greater chance of failure if it continues to work. At this time, the redundant controller directly takes over the distribution of the braking force, thereby preventing the potential risk of failure in advance, which is conducive to avoiding the problem of failure to brake due to direct failure of the main controller, minimizing the impact on the driving experience, and greatly improving driving safety.

[0030] When comparing the first fault probability with the preset fault threshold, corresponding strategy control can be performed only when the value exceeds the limit. Different levels of early warning actions can also be triggered according to the size of the first fault probability. Specifically, the first fault probability can be divided into three levels when compared with the fault threshold. The first level is in the range of 0.7 to 0.8. At this time, only data logs are recorded without interrupting the control of the main controller; the second level is in the range of 0.8 to 0.9. At this time, preventive degradation preparation is started so that the redundant controller can take over control when the fault probability exceeds the fault threshold; the third level is greater than 0.9, and the redundant controller is forced to switch to the redundant controller to enable the redundant controller to take over the distribution of the braking force.

[0031] The redundant controller includes a sub-controller. In actual application, the function of the sub-controller is the same as that of the main controller. In step S400, Figure 2 As shown, triggering the redundant controller to take over the power distribution includes but is not limited to the following steps: In step S410, the sub-controller acquires vehicle operating data. Similarly, the sub-controller can obtain real-time vehicle status information through sensors such as accelerometers, wheel speed sensors, and six-component force sensors, while also receiving the driver's braking demand signal. Under normal use, the sub-controller uses this information to calculate the braking force required for each wheel using a braking force distribution algorithm. It then sends braking force commands to the corresponding wheel brakes, which then provide the appropriate braking force.

[0032] In step S420 , the sub-controller distributes the braking force according to the acquired operating data and the operating data synchronized with the main controller.

[0033] In this step S400, after taking over the main controller, the sub-controller will quickly restore the braking force distribution function based on the operating data synchronized by the main controller (such as vehicle status information, braking force distribution strategy, etc.), ensure the continuity of the braking system, and protect the braking safety of the vehicle. In addition, when distributing the braking force, the sub-controller will also calibrate and adjust the operating data synchronized from the main controller according to the operating data obtained by the sub-controller to output more accurate distribution instructions.

[0034] The redundant controller also includes four wheel-side controllers. In step S400, triggering the redundant controller to take over the power distribution control includes but is not limited to the following steps: Step S430: Compare the operating data acquired by the sub-controller with the fault pre-identification model to obtain a second fault occurrence probability. After the sub-controller takes over the power distribution control, it is also necessary to monitor and prevent the normal operation of the sub-controller.

[0035] Step S440 determines whether the second fault probability is greater than a preset fault threshold. The sub-controller uses the vehicle's real-time data to predict the status of the electronic mechanical braking system in real time, thereby determining the fault probability. The fault probability is then compared with the preset fault threshold to determine whether preventive measures are necessary.

[0036] When the second fault probability is greater than the preset fault threshold, the process proceeds to step S450, triggering the four wheel-side controllers to take over the control of power distribution. A corresponding braking strategy is formed according to the vehicle state and braking demand to ensure smooth braking of the vehicle.

[0037] Therefore, a redundant control system is constructed by configuring a main controller, a secondary controller, and wheel-side controllers located at each of the four wheels. When the vehicle is operating normally and the braking system is functioning properly, the main controller serves as the core control unit, fully coordinating the braking process. If a fault is detected in the main controller, the secondary controller takes over. If both the main and secondary controllers fail, the four wheel-side controllers assume independent control.

[0038] In step S460, the four wheel-side controllers are triggered to take over the power distribution, including but not limited to the following steps: In step S461, the two corresponding wheel-side controllers on the left and right exchange wheel speeds and actual braking forces in real time, balancing the braking forces output by the two controllers. This is the normal operating state of the four wheel-side controllers. The left and right wheel-side controllers on the front axle exchange wheel speed and actual braking force data in real time via the bus. Braking force distribution is balanced based on a dynamic consistency algorithm, preventing lateral instability caused by unilateral braking force deviation and calculating a balanced braking force distribution plan. Similarly, the two smart terminals corresponding to the rear axle negotiate a balanced braking force to ensure longitudinal stability of the vehicle.

[0039] In step S462, if one of the two diagonally opposite wheel-side controllers fails, the other wheel-side controller shares the braking force between the two diagonally opposite wheel-side controllers. This is an extreme case where at least one wheel-side controller fails to function properly. For example, if the wheel-side controller of the left front wheel fails, the wheel-side controller of the diagonally opposite right rear wheel automatically takes over the control of the abnormal intelligent terminal and controls the operation of both vehicle brakes. This ensures that the vehicle can still achieve basic braking functions in extreme situations.

[0040] Whether acquiring operational data from the main controller, auxiliary controller, or the four wheel-side controllers, the primary focus is on collecting data related to vehicle failures, including motor current, voltage, speed, sensor signals, and vehicle diagnostic signals. This collected data is preprocessed, including signal filtering and feature engineering, to remove noise and redundant information and extract valid features. For time series data, a sliding window approach can be used to extract features.

[0041] The electromechanical braking method based on fault pre-identification also includes but is not limited to the following steps: In step S500, the main controller performs self-repair and determines whether it can operate normally. While the secondary controller is taking over the main controller's operation, the main controller will attempt to repair the fault by restarting or other means. Naturally, the main controller may attempt to restart multiple times. For example, the main controller may perform self-repair within ten cycles.

[0042] When the main controller can operate normally, the main controller takes over the redundant controller, and the main controller repeats step S100 to obtain the operating data of the vehicle, and returns to the normal operating mode.

[0043] When the main controller is not functioning properly, step S510 is executed to control the output of a system abnormality signal. For example, a prompt is sent to the driver via the vehicle dashboard or the in-vehicle infotainment system to alert the driver to potential problems with the vehicle's braking system and recommend timely inspection and repair to ensure driving safety.

[0044] The electromechanical braking method based on fault pre-identification also includes but is not limited to the following steps: Step S610: Update and maintain the data model in the cloud.

[0045] Step S620: Upgrade and adjust the fault pre-identification module according to the data model.

[0046] In this way, the model accuracy and prediction accuracy can be continuously improved according to the increase in faults, and the vehicle-side fault pre-identification model can be upgraded through OTA.

[0047] According to a second aspect of an embodiment of the present invention, a vehicle includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein when the program is executed by the processor, the above-mentioned electronic mechanical braking method based on fault pre-identification is implemented. The vehicle may be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle may also be an operating vehicle, such as a van, bus, small truck, or large trailer. The vehicle needs to have an electric motor that can output power or store mechanical energy as a generator. When the vehicle is a new energy vehicle, it may be a hybrid vehicle or a pure electric vehicle.

[0048] In this vehicle, the above-mentioned electronic mechanical braking method based on fault pre-identification can be used while driving. By preventing the potential risk of faults in advance, it is helpful to avoid the problem of being unable to brake due to direct failure of the main controller, minimize the impact on the driving experience, and greatly improve driving safety.

[0049] According to a third aspect of an embodiment of the present invention, a computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to enable a computer to execute the above-mentioned electronic mechanical braking method based on fault pre-identification.

[0050] The above-mentioned electronic mechanical braking method based on fault pre-identification can be implemented as a computer program and tangibly contained in a computer-readable storage medium. When the processor uses this computer-readable storage medium to perform the electronic mechanical braking method based on fault pre-identification, it can prevent the potential risk of faults in advance, thereby helping to avoid the problem of failure to brake due to direct failure of the main controller, minimize the impact on the driving experience, and greatly improve driving safety.

[0051] An embodiment of the present invention also provides a vehicle control device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, the electronic mechanical braking method based on fault pre-identification of the above embodiment is implemented.

[0052] For example, the processor and memory in a vehicle control device can be connected via a bus. Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer executable programs. Furthermore, the memory can include high-speed random access memory and non-transitory memory, such as at least one disk memory, flash memory device, or other non-transitory solid-state memory device. In some embodiments, the memory can optionally include a memory remotely located relative to the control processor, and these remote memories can be connected to the control device via a network.

[0053] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, i.e., they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment.

[0054] It is worth noting that since the computer-readable storage medium of an embodiment of the present invention can execute the electronic mechanical braking method based on fault pre-identification of any of the above-mentioned embodiments, the specific implementation methods and technical effects of the computer-readable storage medium of an embodiment of the present invention can refer to the specific implementation methods and technical effects of the electronic mechanical braking method based on fault pre-identification of any of the above-mentioned embodiments.

[0055] In addition, an embodiment of the present invention also provides a computer program product, including a computer program or computer instructions, the computer program or computer instructions are stored in a computer-readable storage medium, the processor of a computer device reads the computer program or computer instructions from the computer-readable storage medium, and the processor executes the computer program or computer instructions, so that the computer device executes the above-mentioned electronic mechanical braking method based on fault pre-identification.

[0056] It is worth noting that since the computer program product of the embodiment of the present invention can execute the electronic mechanical braking method based on fault pre-identification of any of the above-mentioned embodiments, the specific implementation methods and technical effects of the computer program product of the embodiment of the present invention can refer to the specific implementation methods and technical effects of the electronic mechanical braking method based on fault pre-identification of any of the above-mentioned embodiments.

[0057] Those skilled in the art will appreciate that all or some of the steps and systems disclosed above can be implemented as software, firmware, hardware, or any suitable combination thereof. Some or all of the physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on computer-readable media, which may include computer storage media (or non-transitory media) and communication media (or transient media). As is well known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disks (DVDs) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. Furthermore, as is well known to those skilled in the art, communication media typically includes computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

[0058] The above specifically describes the preferred embodiments of the present invention, but the invention 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 invention. These equivalent modifications or substitutions are all included in the scope defined by the claims of this application.

Claims

1. An electromechanical braking method based on fault pre-identification, characterized in that: include: The main controller obtains the operating data of the vehicle and synchronizes the operating data to the redundant controller; Comparing the operating data with a preset fault pre-identification model to obtain a first fault occurrence probability; Determining whether the first fault occurrence probability is greater than a preset fault occurrence threshold; When the first fault occurrence probability is greater than the preset fault occurrence threshold, the redundant controller is triggered to take over the control power distribution.

2. The electromechanical braking method based on fault pre-identification according to claim 1, characterized in that: The redundant controller includes a sub-controller, and triggering the redundant controller to take over the control power distribution includes: The sub-controller obtains the operating data of the vehicle; The sub-controller distributes the braking force according to the acquired operation data and the operation data synchronized with the main controller.

3. The electromechanical braking method based on fault pre-identification according to claim 2, characterized in that: The redundant controller further includes four wheel-side controllers, and the triggering redundant controller to take over the control power distribution further includes: Comparing the operating data acquired by the sub-controller with the fault pre-identification model to obtain a second fault occurrence probability; Determining whether the second fault occurrence probability is greater than a preset fault occurrence threshold; When the second fault occurrence probability is greater than the preset fault occurrence threshold, the four wheel-side controllers are triggered to take over the control power distribution.

4. The electromechanical braking method based on fault pre-identification according to claim 3, characterized in that: The triggering of the four wheel-side controllers to take over the control power distribution includes: In the two wheel-side controllers corresponding to the left and right, the two wheel-side controllers exchange the wheel speed and the actual braking force in real time, and balance the braking force output by the two wheel-side controllers.

5. The electromechanical braking method based on fault pre-identification according to claim 3, characterized in that: The triggering of the four wheel-side controllers to take over the control power distribution includes: Among the two diagonal wheel-side controllers, when one wheel-side controller fails, the other wheel-side controller jointly distributes the two diagonal braking forces.

6. The electromechanical braking method based on fault pre-identification according to claim 1, characterized in that: Also includes: The main controller performs self-repair and determines whether it can work normally; When the main controller can operate normally, the main controller repeatedly obtains the operating data of the vehicle.

7. The electromechanical braking method based on fault pre-identification according to claim 6, characterized in that: The triggering of the redundant controller to take over the control power distribution further includes: When the main controller cannot work normally, the control outputs a system abnormality signal.

8. The electromechanical braking method based on fault pre-identification according to claim 1, characterized in that: Also includes: Update and maintain cloud data models; The fault pre-identification module is upgraded and adjusted according to the data model.

9. A vehicle, characterized in that: The invention comprises a memory, a processor and a program stored in the memory and executable on the processor, wherein when the program is executed by the processor, the electronic mechanical braking method based on fault pre-identification according to any one of claims 1 to 8 is implemented.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to enable a computer to execute the electronic mechanical braking method based on fault pre-identification according to any one of claims 1 to 8.

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