Vehicle braking system failure auxiliary processing method, system, equipment and medium

Abstract

The invention belongs to the technical field of vehicle braking control, and provides a vehicle braking system failure auxiliary processing method, system and device and a medium. When the state is a non-failure state, executing a pressure building braking strategy; when the vehicle is in the failure state, an auxiliary processing strategy is executed, and the auxiliary processing strategy comprises the steps that the braking intention is judged based on vehicle braking feedback, and vehicle stability control threshold setting, deceleration distribution of electric braking and hydraulic braking, active adjustment of the braking pressure and active adjustment of the motor torque are sequentially completed based on the judgment result; and the wheel slip rate of the vehicle is monitored in real time, and the steering force of the vehicle is corrected in combination with vehicle braking feedback. While the deceleration of the vehicle meets the requirement of a driver, drifting or rollover of the vehicle due to the fact that the driver suddenly turns the steering wheel can be avoided, so that the stability of the vehicle is ensured.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle brake control, and in particular to a method, system, device and medium for assisting in handling failure of a vehicle brake system. Background Art

[0002] With the continuous development of automotive electrification, vehicle braking systems are also undergoing continuous iteration and updating. The braking system has evolved from initial mechanical braking to later pneumatic braking, vacuum-assisted hydraulic braking, and then to the current integrated electric-assisted hydraulic braking. Each stage of development of the braking system has significantly improved its performance, but it has also been accompanied by the emergence of some new problems. This requires continuous verification and improvement to make the braking system more comprehensive and safer. This is especially true for the current electric-assisted hydraulic braking, which is prone to failure due to factors such as multiple signals, complex logic, and signal interference from other systems. Therefore, ensuring the safety of the braking system is very important.

[0003] Today, the main popular braking systems in the industry include air pressure assisted braking system, vacuum assisted hydraulic braking system and electric assisted hydraulic braking system. Each system has its advantages and disadvantages, as follows:

[0004] 1. Pneumatic assisted braking system: Advantages include easy operation, reliable operation, low failure rate and easy maintenance. In addition, its air source can be used for other devices besides braking. Disadvantages include low energy transmission efficiency of pneumatic assisted braking system, which is mainly used on large trucks or buses.

[0005] 2. Vacuum-assisted hydraulic brake system: It mainly relies on the engine or vacuum pump to provide vacuum and build pressure for the brake system. Its advantages include good assist effect and easy maintenance. Its disadvantages include dependence on external conditions such as the engine or vacuum pump. For electric vehicles, since they do not have an engine, they need to add electronic vacuum pumps, vacuum sensors, atmospheric pressure sensors and other components to meet the usage conditions, and the layout is more complicated.

[0006] 3. Electric power-assisted hydraulic braking system: It is mainly composed of an electronic hydraulic braking system and an ESC (electronic stability control system) assembly. Compared with the vacuum power-assisted hydraulic braking system, the electric power-assisted hydraulic braking system eliminates the vacuum booster assembly and the braking system's dependence on the vacuum source. Instead, it relies on the voltage provided by the vehicle to drive the internal motor of the electronic hydraulic braking system to provide assistance to the braking system. Its advantages include easy layout and high integration; its disadvantages include that most of the current electric power-assisted hydraulic braking systems are decoupled. When a fault occurs, stepping on the brake pedal cannot effectively build pressure, affecting the vehicle's braking performance and easily causing safety accidents.

[0007] At present, most of the models developed by the main manufacturers are electric vehicles, which do not have an engine to provide a vacuum source. At the same time, the vehicles are equipped with automatic driving technology. Therefore, the braking systems of electric vehicles mostly use electric power-assisted hydraulic braking systems, and the most commonly used system combination is an electronic hydraulic braking system and an ESC assembly configuration to meet the functional requirements of the braking system through coordinated control between components. However, the existing electric power-assisted hydraulic braking system has a high degree of integration, relatively complex control logic, and the brake pedal and hydraulic circuit are completely decoupled. If the electronic hydraulic braking system fails, it will not be able to provide the required braking pressure to the brake circuit, seriously affecting the braking performance of the entire vehicle. Although the national standard requires that the longitudinal deceleration when the braking system fails is ≥2.44m / s 2 However, this longitudinal deceleration is difficult to meet the driver's expectations. If the steering wheel is turned suddenly, it is easy to cause accidents such as rollover.

[0008] At present, electronic hydraulic brake systems have multiple decoupling methods, including:

[0009] 1) Hydraulic decoupling brake: Please refer to the attached Figure 1 The vehicle contains two hydraulic cylinders, a mechanical master cylinder and an electric cylinder. When the electronic hydraulic brake system is fault-free, the master cylinder isolation valve opens, cutting off the mechanical master cylinder and the hydraulic circuit. The driver steps on the brake pedal, and the internal ECU of the electronic hydraulic brake system rotates the internal motor according to the collected signal to build pressure through the electric cylinder; when the electronic hydraulic brake system fails, the master cylinder isolation valve closes, cutting off the electric cylinder and the brake circuit, and connecting the mechanical master cylinder and the brake circuit at the same time. The mechanical master cylinder builds pressure by the driver stepping on the brake pedal to push the mechanical master cylinder. At this time, the electronic hydraulic brake has no power assistance, and the pressure is built entirely by the driver's pedal force.

[0010] However, the above technical solution uses the master cylinder and the electric cylinder to coordinate to ensure deceleration, and the two cylinders are switched through the master cylinder isolation valve. The disadvantage is that if the electronic hydraulic brake system suddenly loses power, the master cylinder isolation valve is stuck, or the seal is poor and leaks, the switching of the two circuits cannot be completed, and the mechanical master cylinder cannot build pressure, resulting in insufficient braking pressure and too small deceleration, which will seriously affect vehicle safety and even fail to meet the minimum deceleration required by the national standard, posing a major safety hazard.

[0011] 2) Mechanical decoupling brake: Please refer to the attached Figure 2 The master cylinder is an electric cylinder, and they share a common piston and cylinder. The brake pedal drives the push rod, creating a gap between the push rod and the master cylinder push rod. This gap is known as the decoupling gap. Under normal operating conditions, when the driver steps on the brake pedal, a displacement sensor detects the movement of the push rod connected to the brake pedal. This signal is transmitted to the controller, which controls the motor, which, through a transmission mechanism, ultimately drives the master cylinder push rod, achieving electric power steering.

[0012] However, if this technical solution fails and the driver presses the pedal, the push rod connected to the brake pedal must first travel a certain amount of idle stroke before it can drive the master cylinder piston to build pressure. This idle stroke can result in a situation where, in an emergency, the driver presses the pedal for a certain amount of time without braking (a soft pedal, no vehicle deceleration), and then presses the pedal for a certain amount of time without deceleration. This situation can cause the driver to panic and pose a safety hazard. Summary of the Invention

[0013] In response to the deficiencies in the prior art, the present invention provides a vehicle brake system failure auxiliary processing method, system, equipment and medium, which can ensure that the vehicle deceleration meets the driver's needs while ensuring that the vehicle will not skid or roll over due to the driver's sudden steering wheel, thereby ensuring the stability of the vehicle.

[0014] To achieve the above object, the present invention adopts the following technical solutions:

[0015] A first aspect of the present invention provides a vehicle brake system failure auxiliary processing method, comprising:

[0016] Step S100, determining whether the electronic hydraulic brake system of the current vehicle is in a failure state;

[0017] Step S200: When the electronic hydraulic brake system is in a valid state, the vehicle executes a pressure-building braking strategy;

[0018] In step S300, when the electronic hydraulic brake system is in a failed state, the current vehicle executes an auxiliary processing strategy, wherein the auxiliary processing strategy includes: judging the braking intention based on the vehicle braking feedback, and completing the vehicle stability control threshold setting, deceleration distribution of electric braking and hydraulic braking, active adjustment of brake pressure and active adjustment of motor torque in sequence based on the judgment result, and real-time monitoring of the vehicle's wheel slip rate, and correcting the vehicle's steering force in combination with the vehicle's braking feedback.

[0019] Furthermore, in step S200 , the pressure-building braking strategy includes braking by actively building up pressure based on the pedal travel signal.

[0020] Further, in step S300, the failure state is a failure of the electronic hydraulic brake system or a loss of the electronic hydraulic brake system signal;

[0021] Vehicle braking feedback includes pedal travel data, motor status data, longitudinal deceleration measurement data, yaw angle angular velocity measurement data, yaw angle measurement data, and steering angle measurement data;

[0022] The vehicle stability control threshold includes a longitudinal deceleration target value, a yaw angle threshold, and an angular velocity control threshold of the yaw angle.

[0023] Furthermore, in step S300, the deceleration distribution of electric braking and hydraulic braking, and the active adjustment of brake pressure and motor torque include:

[0024] Based on the vehicle stability control threshold and motor status data, the electric brake deceleration distribution value and the hydraulic brake deceleration distribution value are obtained to complete the deceleration distribution of the electric brake and the hydraulic brake;

[0025] Based on the electric brake deceleration distribution value, the target pressure required for the vehicle brake system to brake is calculated and the pressure is actively built up to complete the active adjustment of the brake pressure;

[0026] Based on the hydraulic brake deceleration distribution value, the output motor torque target value required for the corresponding deceleration is calculated, and a torque target value request is sent to the motor to complete the active adjustment of the motor torque.

[0027] Furthermore, in step S300, real-time monitoring of the wheel slip rate of the vehicle includes: when it is monitored that the wheel slip rate exceeds a preset slip rate threshold, decompressing the wheel corresponding to the wheel slip rate to adjust the wheel slip rate to meet the preset slip rate threshold.

[0028] Furthermore, in step S300, correcting the vehicle steering force in combination with vehicle braking feedback includes:

[0029] Determine whether the vehicle is rolling based on the longitudinal deceleration measured data, the angular velocity measured data, and the yaw angle measured data;

[0030] If there is roll, set the steering angle target value;

[0031] Based on the steering angle target value and the steering angle measured data, the magnitude of the vehicle steering force is corrected to make the steering measured data consistent with the steering angle target value.

[0032] A second aspect of the present invention provides a vehicle brake system failure auxiliary processing system, comprising:

[0033] A judgment module, used to judge the failure state of the current vehicle's electronic hydraulic brake system;

[0034] A first execution module is configured to execute a pressure-building braking strategy for the current vehicle when the electronic hydraulic brake system is in a valid state;

[0035] The second execution module is used to execute the auxiliary processing strategy for the current vehicle when the electronic hydraulic brake system is in a failed state, wherein:

[0036] The auxiliary processing strategy includes: judging the braking intention based on the vehicle braking feedback, and completing the vehicle stability control threshold setting, deceleration distribution of electric braking and hydraulic braking, active adjustment of brake pressure and active adjustment of motor torque based on the judgment results, and real-time monitoring of the vehicle's wheel slip rate, and correcting the vehicle's steering force in combination with the vehicle's braking feedback.

[0037] Furthermore, the second execution module includes:

[0038] An acquisition module, used to obtain vehicle braking feedback;

[0039] A braking intention judgment module, used to judge braking intention based on vehicle braking feedback;

[0040] A calculation module is used to sequentially complete vehicle stability control threshold setting, deceleration distribution of electric braking and hydraulic braking, active adjustment of brake pressure and active adjustment of motor torque;

[0041] A monitoring and adjustment module, configured to monitor the wheel slip rate of the vehicle in real time and adjust the wheel slip rate to meet a preset slip rate threshold;

[0042] The correction module is used to correct the vehicle steering force in combination with the vehicle braking feedback.

[0043] A third aspect of the present invention provides a computer-readable storage medium having computer-readable instructions stored thereon. When the computer-readable instructions are executed by a processor of a computer, the computer is caused to execute the above-mentioned vehicle brake system failure auxiliary processing method.

[0044] A fourth aspect of the present invention provides a computer device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above-mentioned vehicle brake system failure auxiliary processing method when executing the computer program.

[0045] The beneficial technical effects of the present invention are:

[0046] When the electronic hydraulic braking system is in a failed state, the present invention actively takes over the vehicle's braking system and executes an auxiliary processing strategy to ensure the dynamic stability of the vehicle during longitudinal deceleration and lateral steering, thereby maintaining vehicle safety when the electronic hydraulic braking system fails. While ensuring that the vehicle deceleration meets the driver's needs, it ensures that the vehicle will not skid or roll over due to the driver's sudden steering, thereby ensuring the stability of the vehicle.

[0047] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The accompanying drawings herein are incorporated into and constitute a part of the specification, illustrating embodiments consistent with the present application and, together with the specification, serving to explain the principles of the present application. It is obvious that the drawings described below are merely some embodiments of the present application, and it is possible for a person of ordinary skill in the art to derive other drawings based on these drawings without inventive effort. In the accompanying drawings:

[0049] Figure 1 This is a simplified structural diagram of a hydraulic decoupling brake system in the prior art;

[0050] Figure 2 This is a simplified structural diagram of a mechanical decoupling brake system in the prior art;

[0051] Figure 3 This is a flow chart of the vehicle brake system failure auxiliary processing method of this application;

[0052] Figure 4 It is a layout diagram of an electric power-assisted hydraulic brake system applicable to the method of the present application;

[0053] Figure 5 This is a structural diagram of the ESC assembly applicable to the method of this application;

[0054] Figure 6 This is a structural diagram of an auxiliary module of an electronic hydraulic brake system applicable to the method of the present application;

[0055] Figure 7 This is the internal schematic diagram of the ESC assembly when the electronic hydraulic brake system is not disabled in the present application method;

[0056] Figure 8 This is the principle diagram of ESC actively building pressure when the electronic hydraulic brake system is in a failed state according to the present application method;

[0057] Figure 9 This is the principle diagram of wheel pressure relief during the ESC active boost process of this application method;

[0058] Figure 10 This is the framework diagram of the vehicle brake system failure auxiliary processing system for this application;

[0059] Figure 11 This is the framework diagram of the second execution module of this application;

[0060] Figure 12 A schematic structural diagram of a computer system suitable for a computer device according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0061] Unless otherwise defined, all technical and / or scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the invention pertains. It should be understood that certain features of the invention (described in the context of separate embodiments for clarity) may also be provided in combination in a single embodiment. Conversely, multiple features of the invention (described in the context of a single embodiment for brevity) may also be provided separately or in any suitable combination or, where appropriate, in any other described embodiment of the invention. Certain features described in the context of various embodiments will not be considered essential features of those embodiments unless the embodiment is inoperable without those elements. The invention is further described below through specific examples, but it should be noted that the specific process conditions and results described in the examples of the invention are only for illustration of the invention and are not intended to limit the scope of protection of the invention. Any equivalent changes or modifications made in accordance with the spirit and substance of the invention should be included within the scope of protection of the invention.

[0062] First of all, it should be noted that the ESC assembly of this application, namely the electronic stability control system, mainly includes a solenoid valve, an ECU control unit, a motor, and a hydraulic circuit. Its main function is to adjust the target torque in real time and coordinate the control with the brake pressure to ensure the stability of the vehicle when the vehicle understeers, oversteers, and the brake system pressure is insufficient.

[0063] Electric power-assisted braking is a popular braking system at present. It mainly includes a brake pedal, an electronic hydraulic braking system, an ESC assembly, a wheel speed sensor, an inertia unit, and four caliper assemblies. It achieves brake pressure regulation through electric power assistance.

[0064] The electronic hydraulic brake system mainly consists of a motor, a pedal travel sensor, a solenoid valve, and an ECU control unit. Its main function is to collect pedal travel signals, control the rotation of the internal motor to build pressure, and provide braking pressure for the brake circuit.

[0065] The steering controller is a common controller, mainly composed of an ECU. It identifies the driver's steering intention based on the angle of the steering wheel input, sends instructions to the electric steering gear, and completes the distribution of steering force.

[0066] An inertial unit is an electronic device that contains three single-axis accelerometers and three single-axis gyroscopes. It is used to measure the angular velocity and acceleration of an object in three-dimensional space and use this to calculate the object's posture.

[0067] The wheel speed sensor is a sensor used to measure the speed of automobile wheels. Commonly used wheel speed sensors include: magnetoelectric wheel speed sensor and Hall type wheel speed sensor.

[0068] The ABS control module, whose full name is anti-lock braking system, regulates the four-wheel brake pressure during emergency braking to prevent wheel lock, increase braking strength, and ensure vehicle driving stability.

[0069] The TCS control module, whose full name is traction control system, adjusts the engine torque during strong driving and applies braking pressure to the slipping wheels to prevent excessive slip of the drive wheels, improve vehicle dynamics and ensure lateral stability.

[0070] The AYC control module, whose full name is yaw torque control system, ensures vehicle stability under steering conditions. It uses engine torque control and active braking control to suppress understeer caused by front wheel skidding and vehicle skidding caused by rear wheel skidding.

[0071] Existing electronic hydraulic braking systems are highly integrated, have complex logic, and are structured to decouple the brake pedal from the hydraulic system. If the electronic hydraulic braking system fails, the braking pressure provided by the braking system will be much smaller than when there is no fault, resulting in insufficient longitudinal deceleration when the brake pedal is pressed. This makes it difficult to meet the driver's psychological expectations and can easily cause panic or even a crash. At the same time, if the electronic hydraulic braking system fails and the steering wheel is turned suddenly, the vehicle's yaw angle is too large or the wheels are locked, which can easily cause safety accidents such as rollover.

[0072] To resolve the above issues, please refer to Figure 3 , is a flow chart of the vehicle brake system failure auxiliary processing method of this application, which is detailed as follows:

[0073] Step S100: determining whether the electronic hydraulic brake system of the current vehicle is in a failure state.

[0074] Specifically, the current vehicle of this application adopts an electric power hydraulic brake system, please refer to Figure 4 The electric power-assisted hydraulic braking system of this application includes: a brake pedal, an electronic hydraulic braking system, an ESC assembly, an inertial unit, a left front wheel speed sensor, a right front wheel speed sensor, a left rear wheel speed sensor, a right rear wheel speed sensor, a left front caliper, a right front caliper, a left rear caliper, a right rear caliper, a pedal travel sensor, a brake pressure sensor, a steering gear, a steering angle sensor and a steering controller, etc.

[0075] More specifically, the electronic hydraulic brake system of this application is secured to the brake pedal with bolts and nuts, and the pedal travel sensor is secured to the push rod of the electronic hydraulic brake system. The electronic hydraulic brake system is connected to the ESC assembly, the left front caliper, the right front caliper, the left rear caliper, and the right rear caliper via brake lines. The brake pressure sensor is integrated within the ESC assembly, and the inertia unit is secured at the vehicle's center of mass. The left and right front wheels are connected to the steering gear, the steering controller is secured to the steering gear, and the steering wheel and angle sensor are secured to the steering controller's rotating shaft. The left and right front wheel speed sensors are secured to the corresponding ring gears of the left and right front wheels. The drive motor is connected to the left and right rear wheels via a drive shaft. The left and right rear calipers are secured to the left and right rear wheels, and the left and right rear wheel speed sensors are secured to the left and right rear wheel ring gears of the drive shaft.

[0076] More specifically, see Figure 5 This application matches an ESC assembly to an electronic hydraulic brake system, and adds a set of electronic hydraulic brake system auxiliary modules inside the ESC assembly. The ESC assembly of this application includes an external signal input module, an external signal processing module, a brake pressure sensor, an ABS control module, a TCS control module, an AYC control module, an electronic hydraulic brake system auxiliary module, and a hydraulic control module. The working principle of the ESC assembly of this application is as follows: the ESC assembly outputs pressure adjustment and target torque after comprehensive judgment based on the received external signal input to achieve vehicle control.

[0077] More specifically, see Figure 6 The electronic hydraulic brake system auxiliary module of this application is a general term for the newly added functions within the ESC assembly; it is mainly composed of various chips, including: signal receiving chip, signal calculation and conversion chip, output control chip, etc. The electronic hydraulic brake system auxiliary module within the ESC assembly coordinates the coordinated operation of components such as the steering controller, steering gear, drive motor, drive shaft, left front caliper, right front caliper, left rear caliper, and right rear caliper by collecting vehicle signals from the external inertial unit, left front wheel speed sensor, right front wheel speed sensor, left rear wheel speed sensor, right rear wheel speed sensor, inertial unit, angle sensor, and pedal travel sensor to achieve auxiliary braking of the ESC assembly.

[0078] More specifically, the present application utilizes an electronic hydraulic brake system auxiliary module to determine whether the electronic hydraulic brake system is in a failed state.

[0079] Step S200: When the electronic hydraulic brake system is in a valid state, the current vehicle executes a pressure-building braking strategy.

[0080] Specifically, the pressure-building braking strategy of the present application includes braking by actively building pressure based on the pedal travel signal. More specifically, when the electronic hydraulic brake system is in a non-failed state, that is, when there is no fault, please refer to Figure 7 The driver steps on the brake pedal to push the input push rod of the electronic hydraulic brake system. The pedal travel sensor collects the pedal travel signal and transmits it to the electronic hydraulic control system. The motor inside the electronic hydraulic control system starts to build brake pressure; it is transmitted to the ESC assembly through the brake pipe; the boost valves 1, 2, 3 and 4 corresponding to the four pipes of the left front wheel, right front wheel, left rear wheel and right rear wheel of the ESC assembly are opened, and the brake fluid flows through the brake pipes to the four calipers to realize vehicle braking.

[0081] In step S300, when the electronic hydraulic brake system is in a failed state, the current vehicle executes an auxiliary processing strategy, wherein the auxiliary processing strategy includes: judging the braking intention based on the vehicle braking feedback, and completing the vehicle stability control threshold setting, deceleration distribution of electric braking and hydraulic braking, active adjustment of brake pressure and active adjustment of motor torque in sequence based on the judgment result, and real-time monitoring of the vehicle's wheel slip rate, and correcting the vehicle's steering force in combination with the vehicle's braking feedback.

[0082] Specifically, the failure state of the present application is an electronic hydraulic brake system failure or electronic hydraulic brake system signal loss. When the electronic hydraulic brake system is in a failure state, the electronic hydraulic brake system issues a fault bit identifier, indicating an electronic hydraulic brake system failure. When the ESC assembly receives the electronic hydraulic brake system fault bit identifier or the electronic hydraulic brake system signal loss, the ESC assembly actively takes over the braking system to achieve vehicle braking deceleration control.

[0083] More specifically, the vehicle braking feedback provided by this application includes pedal travel data, steering wheel angle data, motor status data, measured longitudinal deceleration data, measured yaw angle data, measured yaw angle data, and measured steering angle data. The pedal travel data obtained by this application through the pedal travel sensor can include displacement / angle signals. The sensor directly measures the pedal travel distance or rotation angle, reflecting the driver's pedaling depth. The sensor also converts the displacement into an analog voltage or PWM signal using variable resistance or Hall effect technology, which is then output to the ECU.

[0084] More specifically, the vehicle stability control thresholds of this application include a longitudinal deceleration target value, a yaw angle threshold, and a yaw angle angular velocity control threshold. This application determines the driver's braking intent based on pedal travel data and steering wheel angle data, with the determination results including normal braking and emergency braking. Based on the determination results, the longitudinal deceleration target value, yaw angle threshold, and yaw angle angular velocity control threshold corresponding to the braking intent are set.

[0085] More specifically, this application uses vehicle stability control thresholds and motor status data to obtain electric and hydraulic brake deceleration distribution values, completing deceleration distribution between electric and hydraulic braking. The motor status data in this application is the fundamental input for distributing electric and hydraulic braking forces, including the speed and torque of the drive motor. Deceleration distribution is accomplished using either a logic threshold method or a fuzzy control method.

[0086] More specifically, see Figure 8 Based on the electric brake deceleration distribution value, this application calculates the target pressure required for the vehicle's brake system to brake and actively builds pressure to complete active adjustment of the brake pressure. Specifically, this application cuts off the circuit connection between the electronic hydraulic brake system and the four brake calipers by closing pressure limiting valve 1, pressure limiting valve 2, boost valve 1, boost valve 2, boost valve 3, and boost valve 4 related to the electronic hydraulic brake system circuit; the ESC internal motor operates, and the motor drives the pressure to build up, increasing the hydraulic line pressure between the ESC assembly and the four calipers; the pressure value collected by the ESC internal brake pressure sensor is used to determine whether the pressure meets the target pressure requirement, thereby achieving vehicle deceleration control.

[0087] More specifically, the present invention calculates the target output motor torque required for the corresponding deceleration based on the hydraulic brake deceleration distribution value, and sends a torque target value request to the motor to achieve active motor torque regulation. The present invention's drive motor, based on its own judgment and in response to the ESC assembly's torque target value, begins generating reverse motor resistance, reducing motor rotational speed, which is then transmitted to the left and right rear wheels via the drive shaft to achieve electric brake deceleration.

[0088] More specifically, the present application monitors the wheel slip rate of the vehicle in real time, including: when the wheel slip rate is detected to exceed a preset slip rate threshold, decompressing the wheel corresponding to the wheel slip rate to adjust the wheel slip rate to meet the preset slip rate threshold. Figure 9 The ESC assembly in this application continuously monitors the signals from the four wheel speed sensors and compares them to the vehicle speed signal. If it detects that a wheel's slip rate exceeds a preset slip rate threshold, it opens the pressure reducing valve within the ESC for the corresponding wheel, reducing the slip rate to the preset slip rate threshold. Throughout the entire control process, the brake pressure at all four wheels is continuously adjusted to achieve longitudinal deceleration control, while also preventing excessive wheel slip rates exceeding the preset slip rate threshold, which could cause wheel lock and the vehicle to drift.

[0089] More specifically, the present invention utilizes vehicle braking feedback to correct vehicle steering force, including: determining whether the vehicle is currently rolling based on measured longitudinal deceleration data, measured yaw angle angular velocity data, and measured yaw angle data; if so, setting a target steering angle; and correcting the vehicle steering force based on the target steering angle and the measured steering angle data to ensure that the measured steering data is consistent with the target steering angle. Furthermore, the present invention's ESC determines whether the vehicle's yaw state is rolling based on measured longitudinal deceleration data, measured yaw angle angular velocity data, and measured yaw angle data collected from the inertial unit. If so, a target steering angle is set and transmitted to the steering controller in the form of a target value. The steering controller then performs corrections based on the steering angle target value transmitted by the ESC assembly and the measured steering angle data collected by the steering angle sensor. If the steering angle is insufficient, the steering controller actively controls the steering motor to output left and right steering forces to ensure that the measured steering data is consistent with the target steering angle, thereby ensuring vehicle stability. When the measured steering angle data is greater than the target steering angle value, the steering controller automatically adjusts the left and right steering forces of the steering gear to make the measured steering data consistent with the target steering angle value, thereby avoiding vehicle rollover caused by oversteering.

[0090] Furthermore, the method of the present application matches an ESC assembly to the electronic hydraulic brake system, and adds a set of electronic hydraulic brake system auxiliary modules inside the ESC assembly. When the electronic hydraulic brake system fails, the ESC assembly takes over the braking system and realizes longitudinal deceleration control by requesting torque reduction from the motor, reverse dragging the motor to decelerate, and actively increasing the pressure of the ESC itself. At the same time, the ESC inputs the steering angle target value to the steering controller by identifying the longitudinal deceleration measured data of the inertial unit, the angular velocity measured data of the yaw angle, and the yaw angle measured data, to prevent the steering angle from being too large, causing lateral tail swing and rollover failure. The method system of the present application realizes the coordinated control of lateral stability and longitudinal deceleration through the coordinated control of various modules to ensure vehicle stability.

[0091] See also Figure 10 , which is a framework diagram of the vehicle brake system failure auxiliary processing system 400 of this application, including:

[0092] The judgment module 410 is used to judge whether the electronic hydraulic brake system of the current vehicle is in a failure state;

[0093] A first execution module 420 is configured to execute a pressure-building braking strategy for the current vehicle when the electronic hydraulic brake system is in a valid state;

[0094] The second execution module 430 is used to execute the auxiliary processing strategy for the current vehicle when the electronic hydraulic braking system is in a failed state, wherein the auxiliary processing strategy includes: judging the braking intention based on the vehicle braking feedback, and completing the vehicle stability control threshold setting, deceleration distribution of electric braking and hydraulic braking, active adjustment of brake pressure and active adjustment of motor torque in sequence based on the judgment result, and real-time monitoring of the vehicle's wheel slip rate, and correcting the vehicle's steering force in combination with the vehicle's braking feedback.

[0095] Further, see Figure 11 , the second execution module 420 of the present application includes:

[0096] An acquisition module 421 is used to obtain vehicle braking feedback;

[0097] a braking intention determination module 422 for determining braking intention based on vehicle braking feedback;

[0098] A calculation module 423 is used to sequentially complete vehicle stability control threshold setting, deceleration distribution between electric braking and hydraulic braking, active adjustment of brake pressure, and active adjustment of motor torque;

[0099] A monitoring and adjustment module 424 is configured to monitor the wheel slip rate of the vehicle in real time and adjust the wheel slip rate to meet a preset slip rate threshold;

[0100] The correction module 425 is used to correct the vehicle steering force in combination with the vehicle braking feedback.

[0101] It should be noted that the vehicle brake system failure assistance processing system provided in the above-mentioned embodiment and the vehicle brake system failure assistance processing method provided in the above-mentioned embodiment are based on the same concept. The specific manner in which each module and unit performs operations has been described in detail in the method embodiment and will not be repeated here. In actual applications, the vehicle brake system failure assistance processing system provided in the above-mentioned embodiment can allocate the above-mentioned functions to different functional modules as needed, that is, divide the internal structure of the system into different functional modules to complete all or part of the functions described above, and this is not limited here.

[0102] An embodiment of the present application also provides a computer device, comprising: one or more processors; a storage device for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the computer device implements the vehicle brake system failure auxiliary processing method provided in the above-mentioned embodiments.

[0103] Figure 12 The following is a schematic diagram showing the structure of a computer system suitable for a computer device according to an embodiment of the present application. Figure 12The computer system 1200 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0104] like Figure 12 As shown, computer system 1200 includes a central processing unit (CPU) 1201, which can perform various appropriate actions and processes according to programs stored in read-only memory (ROM) 1202 or programs loaded from storage unit 1208 into random access memory (RAM) 1203, such as executing the methods described in the above embodiments. RAM 1203 also stores various programs and data required for system operation. CPU 1201, ROM 1202, and RAM 1203 are connected to each other via bus 1204. Input / output (I / O) interface 1205 is also connected to bus 1204. The following components are connected to I / O interface 1205: input unit 1206 including a keyboard, mouse, etc.; output unit 1207 including a cathode ray tube (CRT), liquid crystal display (LCD), speakers, etc.; storage unit 1208 including a hard disk, etc.; and communication unit 1209 including a network interface card such as a LAN card, modem, etc. The communication section 1209 performs communication processing via a network such as the Internet. A drive 1210 is also connected to the I / O interface 1205 as needed. A removable medium 1211, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is mounted on the drive 1210 as needed, so that a computer program read therefrom can be installed into the storage section 1208 as needed.

[0105] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer tool program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 1209, and / or installed from a removable medium 1211. When the computer program is executed by the central processing unit (CPU) 1201, various functions defined in the system of the present application are executed.

[0106] It should be noted that the computer-readable medium described in the embodiments of this application may be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium may, for example, be an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory, read-only memory, erasable programmable read-only memory, flash memory, optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination thereof. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. This propagated data signal may take a variety of forms, including, but not limited to, an electromagnetic signal, an optical signal, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transfer a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. The computer program embodied on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wired, etc., or any suitable combination of the foregoing.

[0107] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. Among them, each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0108] The units involved in the embodiments described in this application can be implemented by tools or hardware, and the units described can also be set in a processor. In some cases, the names of these units do not constitute limitations on the units themselves.

[0109] Another aspect of the present application provides a computer-readable storage medium having a computer program stored thereon. When executed by a computer processor, the computer program causes the computer to execute the vehicle brake system failure assistance processing method described above. The computer-readable storage medium may be included in the computer device described in the above embodiments, or may exist independently and not be incorporated into the computer device.

[0110] Another aspect of the present application provides a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the vehicle brake system failure assistance processing method provided in each of the above embodiments.

[0111] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical principles disclosed herein are intended to be covered by the claims of the present invention.

Claims

1. A vehicle brake system failure auxiliary processing method, characterized in that: The method comprises: Step S100, determining whether the electronic hydraulic brake system of the current vehicle is in a failure state; Step S200, when the electronic hydraulic brake system is in a valid state, the current vehicle executes a pressure-building braking strategy; Step S300: When the electronic hydraulic brake system is in a failed state, the current vehicle executes an auxiliary processing strategy, wherein: The auxiliary processing strategy includes: judging braking intention based on vehicle braking feedback, and completing vehicle stability control threshold setting, deceleration distribution of electric braking and hydraulic braking, active adjustment of brake pressure and active adjustment of motor torque based on the judgment result, and real-time monitoring of the vehicle's wheel slip rate, and correcting the vehicle's steering force in combination with the vehicle's braking feedback.

2. The method according to claim 1, characterized in that In step S200 , the pressure-building braking strategy includes braking by actively building up pressure based on a pedal travel signal.

3. The method according to claim 1, characterized in that In step S300, the failure state is a failure of the electronic hydraulic brake system or a loss of a signal of the electronic hydraulic brake system; The vehicle braking feedback includes pedal travel data, motor status data, longitudinal deceleration measured data, yaw angle angular velocity measured data, yaw angle measured data and steering angle measured data; The vehicle stability control threshold includes a longitudinal deceleration target value, a yaw angle threshold, and an angular velocity control threshold of the yaw angle.

4. The method according to claim 3, characterized in that In step S300, the deceleration distribution of the electric brake and the hydraulic brake, and the active adjustment of the brake pressure and the motor torque include: Based on the vehicle stability control threshold and the motor state data, the electric brake deceleration distribution value and the hydraulic brake deceleration distribution value are obtained to complete the deceleration distribution of the electric brake and the hydraulic brake; Based on the electric brake deceleration distribution value, the target pressure required for the vehicle brake system to brake is calculated and the pressure is actively built up to complete the active adjustment of the brake pressure; Based on the hydraulic brake deceleration distribution value, the output motor torque target value required for the corresponding deceleration is calculated, and the torque target value request is sent to the motor to complete the active adjustment of the motor torque.

5. The method according to claim 4, characterized in that In step S300, the real-time monitoring of the wheel slip rate of the vehicle includes: When it is monitored that the wheel slip rate exceeds a preset slip rate threshold, the wheel corresponding to the wheel slip rate is decompressed to adjust the wheel slip rate to meet the preset slip rate threshold.

6. The method according to claim 5, characterized in that In step S300, the correcting of the vehicle steering force in combination with the vehicle braking feedback includes: determining whether the current vehicle is rolling based on the longitudinal deceleration measured data, the yaw angle angular velocity measured data, and the yaw angle measured data; If there is roll, set the steering angle target value; Based on the steering angle target value and the steering angle actual measurement data, the magnitude of the vehicle steering force is corrected so that the steering actual measurement data is consistent with the steering angle target value.

7. A vehicle brake system failure auxiliary processing system, characterized in that: include: A judgment module, used to judge the failure state of the current vehicle's electronic hydraulic brake system; A first execution module, configured to execute a pressure-building braking strategy for the current vehicle when the electronic hydraulic brake system is in a valid state; The second execution module is configured to execute the auxiliary processing strategy for the current vehicle when the electronic hydraulic brake system is in a failed state, wherein: The auxiliary processing strategy includes: judging braking intention based on vehicle braking feedback, and completing vehicle stability control threshold setting, deceleration distribution of electric braking and hydraulic braking, active adjustment of brake pressure and active adjustment of motor torque based on the judgment result, and real-time monitoring of the vehicle's wheel slip rate, and correcting the vehicle's steering force in combination with the vehicle's braking feedback.

8. The system according to claim 7, characterized in that The second execution module includes: An acquisition module, used to obtain vehicle braking feedback; A braking intention judgment module, used to judge braking intention based on vehicle braking feedback; A calculation module is used to sequentially complete vehicle stability control threshold setting, deceleration distribution of electric braking and hydraulic braking, active adjustment of brake pressure and active adjustment of motor torque; A monitoring and adjustment module, configured to monitor the wheel slip rate of the vehicle in real time and adjust the wheel slip rate to meet a preset slip rate threshold; The correction module is used to correct the vehicle steering force in combination with the vehicle braking feedback.

9. A computer-readable storage medium, characterized in that Computer-readable instructions are stored thereon, and when the computer-readable instructions are executed by a processor of a computer, the computer is caused to execute the vehicle brake system failure auxiliary processing method according to any one of claims 1 to 6.

10. A computer device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the vehicle brake system failure auxiliary processing method according to any one of claims 1 to 6 when executing the computer program.

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