Redundant brake, vehicle, and vehicle control method, device and system

Abstract

The invention discloses a redundant brake, a vehicle and a vehicle control method, device and system. The redundant brake comprises a brake pipeline, a brake disc and at least two brake assemblies. Each brake assembly is connected between the brake pipeline and the brake disc, and the brake pipeline outputs or recovers fluid to push or pull at least one brake assembly, so that the at least one brake assembly and the brake disc conduct friction braking. In this way, the fault-tolerant performance and stability of the braking system of the vehicle are improved, and the safety, stability and maneuverability of vehicle driving are guaranteed.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a redundant brake, a vehicle, a vehicle control method, a vehicle control device, a vehicle control system and a computer readable storage medium. BACKGROUND

[0002] With the progress of society and the development of science and technology, vehicles have gradually entered thousands of households as a means of transportation. At the same time, the popularity of vehicles has also put forward higher demands for their driving safety. Especially with the increase in the number of subsystems, the risk of system failure increases dramatically. Among them, the problem of vehicle brake failure is a key factor affecting the safety of vehicle driving. Therefore, how to improve the stability of the vehicle braking system is a problem to be solved at present. SUMMARY

[0003] The redundant brake, the vehicle, the vehicle control method, the vehicle control device, the vehicle control system and the computer readable storage medium provided by the embodiments of the present application solve at least one of the above technical problems.

[0004] The redundant brake of the embodiments of the present application comprises:

[0005] A brake pipeline;

[0006] A brake disc;

[0007] At least two brake assemblies, each of which is connected between the brake pipeline and the brake disc, the brake pipeline outputs or recovers fluid to push or pull at least one brake assembly, so that at least one brake assembly and the brake disc perform friction braking.

[0008] In some embodiments, the redundant brake comprises a drum brake mode, the brake pipeline outputs fluid to push the brake assembly, so that the brake assembly and the brake disc perform friction braking, and the brake pipeline recovers fluid to pull the brake assembly, so that the brake assembly and the brake disc stop braking; and / or

[0009] The redundant brake comprises a disc brake mode, the brake pipeline recovers fluid to pull the brake assembly, so that the brake assembly and the brake disc perform friction braking, and the brake pipeline outputs fluid to push the brake assembly, so that the brake assembly and the brake disc stop braking.

[0010] In some embodiments, the center of the brake disc is provided with a rotating shaft, and a circle groove is arranged around the rotating shaft, and at least one brake assembly comprises:

[0011] a sliding member disposed in the brake line, wherein the brake line outputs or recovers fluid to cause the sliding member to move in a first direction or a second direction, wherein the first direction is opposite to the second direction;

[0012] a connecting member connected to the sliding member, wherein the sliding member drives the connecting member to rotate around the rotation axis;

[0013] A friction block is connected to the connecting member, and the friction block is arranged in the ring groove. When the connecting member rotates around the rotating shaft, the friction block is driven to rotate so that the friction block and the side wall of the ring groove are frictionally braked.

[0014] In certain embodiments, at least one of the brake assemblies further comprises:

[0015] a slide rail, arranged on the connecting member;

[0016] The connecting rod includes a first end and a second end opposite to each other along the length direction, the first end is connected to the sliding member, and the second end is located in the sliding rail. The sliding member drives the connecting rod to move along the first direction or the second direction, so that the connecting member rotates around the rotating axis.

[0017] The vehicle according to the embodiment of the present application includes a braking system and a steering system. The braking system includes:

[0018] The redundant brake of any of the above embodiments, wherein the number of the redundant brakes is at least two;

[0019] A plurality of wheel brakes are provided, each of the wheel brakes is arranged on a corresponding wheel.

[0020] The vehicle control method according to the embodiment of the present application is applied to the vehicle according to the above embodiment, and the vehicle control method includes:

[0021] In the event that the wheel brakes of the two wheels on the same side fail, determining a braking strategy based on the actual braking torque;

[0022] determining an ideal wheel braking force and an ideal front wheel active steering angle based on an actual yaw rate, an actual sideslip angle, and a longitudinal velocity of the vehicle;

[0023] According to the braking strategy, the braking system is controlled based on the ideal wheel braking force, and the steering system is controlled based on the ideal front wheel active steering angle to control the vehicle braking;

[0024] The braking strategy includes a first braking strategy and a second braking strategy. In the first braking strategy, braking is performed by the wheel brakes. In the second braking strategy, braking is performed by the redundant brakes.

[0025] In some embodiments, the determining the ideal wheel braking force and the ideal front wheel active steering angle based on the actual yaw rate, the actual center of mass side slip angle and the longitudinal velocity of the vehicle comprises:

[0026] calculating a target yaw moment based on the actual yaw rate and the actual center of mass side slip angle of the vehicle;

[0027] determining a target braking intensity according to the longitudinal velocity of the vehicle in the wheel brake failure condition;

[0028] determining the ideal wheel braking force and the ideal front wheel active steering angle according to the target yaw moment and the target braking intensity.

[0029] In some embodiments, the calculating a target yaw moment based on the actual yaw rate and the actual center of mass side slip angle of the vehicle comprises:

[0030] calculating four-wheel vertical loads according to the acceleration of the vehicle;

[0031] calculating four-wheel lateral forces according to the four-wheel vertical loads and a tire model of the vehicle;

[0032] calculating an ideal yaw rate and an ideal center of mass side slip angle of the vehicle according to the four-wheel lateral forces;

[0033] designing a sliding mode surface according to the difference between the actual yaw rate and the ideal yaw rate and the difference between the actual center of mass side slip angle and the ideal center of mass side slip angle;

[0034] calculating the target yaw moment according to the sliding mode surface.

[0035] In some embodiments, the determining the ideal wheel braking force and the ideal front wheel active steering angle according to the target yaw moment and the target braking intensity comprises:

[0036] determining a failure mode of a plurality of the wheel brakes;

[0037] determining the ideal wheel braking force and the ideal front wheel active steering angle according to the weighted distribution of the target yaw moment and the target braking intensity based on a quadratic programming algorithm and the failure mode of a plurality of the wheel brakes;

[0038] wherein the optimization objective of the quadratic programming algorithm includes any one or more of tire load rate and yaw moment, and the constraint condition includes tire adhesion limit, front wheel active steering angle, front wheel active steering angle acceleration, hydraulic brake change amplitude.

[0039] In certain embodiments, controlling the braking system based on the ideal wheel braking force and controlling the steering system based on the ideal front wheel active steering angle according to a braking strategy to control vehicle braking includes:

[0040] Converting the ideal wheel braking force into an ideal braking torque;

[0041] converting the ideal braking torque into an ideal braking pressure;

[0042] The braking system is controlled according to the ideal braking pressure, and the steering system is controlled according to the ideal front wheel active steering angle, so as to control the braking of the vehicle.

[0043] In some embodiments, determining the braking strategy according to the actual braking torque includes:

[0044] In a case where the actual braking torque cannot meet the braking requirement, determining the second braking strategy as the braking strategy;

[0045] The controlling the braking system based on the ideal wheel braking force includes:

[0046] Based on the ideal wheel braking force, braking is performed using a disc braking mode of the redundant brake;

[0047] The current actual braking torque is determined, and when the current actual braking torque cannot meet the braking requirement, braking is performed using the drum braking mode of the redundant brake.

[0048] The vehicle control device according to the embodiment of the present application is applied to the vehicle according to the above embodiment, and includes:

[0049] A first determining module is configured to determine a braking strategy according to an actual braking torque when the wheel brakes of the two wheels on the same side fail;

[0050] a second determination module, configured to determine an ideal wheel braking force and an ideal front wheel active steering angle based on the yaw rate, the sideslip angle and the longitudinal speed of the vehicle;

[0051] a braking control module, configured to control the braking system based on the ideal wheel braking force according to the braking strategy, and to control the steering system based on the ideal front wheel active steering angle, so as to control the vehicle braking;

[0052] The braking strategy includes a first braking strategy and a second braking strategy. In the first braking strategy, braking is performed by the wheel brakes. In the second braking strategy, braking is performed by the redundant brakes.

[0053] The vehicle control system of the embodiments of the present application comprises one or more processors and a memory, the memory storing a computer program, and the computer program, when executed by the processor, implements the vehicle control method of any of the above embodiments.

[0054] The computer readable storage medium of the embodiments of the present application stores a computer program, and the program, when executed by a processor, implements the vehicle control method of any of the above embodiments.

[0055] In the redundant brake, vehicle, vehicle control method, vehicle control device, vehicle control system and computer readable storage medium of the embodiments of the present application, at least two brake assemblies are provided, and brake pipelines output or recover fluid to push or pull at least one brake assembly to make the at least one brake assembly frictionally brake with a brake disc. In this way, the fault tolerance and stability of the brake system of the vehicle are improved, and the safety, stability and maneuverability of the vehicle are ensured.

[0056] The additional aspects and advantages of the embodiments of the present application will be partially given in the following description, partially will become obvious from the following description, or will be understood by the practice of the embodiments of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0057] The above and / or additional aspects and advantages of the present application will become apparent and more readily appreciated from the following description, taken in conjunction with the following drawings, in which:

[0058] Figure 1 is a structural schematic diagram of a redundant brake of certain embodiments of the present application;

[0059] Figure 2 is a structural schematic diagram of a vehicle of certain embodiments of the present application;

[0060] Figure 3 is a working schematic diagram of a drum brake mode of a redundant brake of certain embodiments of the present application;

[0061] Figure 4 is a working schematic diagram of a disc brake mode of a redundant brake of certain embodiments of the present application;

[0062] Figure 5 is a flow schematic diagram of a vehicle control method of certain embodiments of the present application;

[0063] Figure 6 is a flow schematic diagram of a vehicle control method of certain embodiments of the present application;

[0064] Figure 7 is a flow schematic diagram of a vehicle control method of certain embodiments of the present application;

[0065] Figure 8 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0066] Figure 9 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0067] Figure 10 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0068] Figure 11 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0069] Figure 12 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0070] Figure 13 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0071] Figure 14 is a block diagram of a vehicle control device according to some embodiments of the present application;

[0072] Figure 15 is a block diagram of a vehicle control system according to some embodiments of the present application;

[0073] Figure 16 is a connection state diagram of a computer readable storage medium and a processor according to some embodiments of the present application.

[0074] Explanation of Reference Signs:

[0075] redundant brake 100, brake pipe 10, brake disc 20, rotating shaft 21, circle groove 22, brake assembly 30, sliding piece 31, connecting piece 32, connecting branch point 321, friction block 33, sliding rail 34, connecting rod 35, fixing piece 40, wheel brake 200, vehicle control device 300, first determination module 310, second determination module 320, brake control module 330, vehicle control system 400, processor 410, memory 420, computer readable storage medium 500, computer program 510, processor 520, vehicle 1000, brake system 1001, steering system 1002. DETAILED DESCRIPTION

[0076] The embodiments of the present application will be further described below with reference to the drawings. The same or similar reference signs are used throughout the drawings to refer to the same or like parts or elements with the same or similar function. In addition, the embodiments of the present application described below with reference to the drawings are exemplary and are only used to explain the embodiments of the present application, and cannot be understood as a limitation of the present application.

[0077] Referring to Figure 1 and Figure 2 The embodiments of the present application provide a redundant brake 100. The redundant brake 100 comprises a brake pipeline 10, a brake disc 20 and at least two brake assemblies 30. Each brake assembly 30 is connected between the brake pipeline 10 and the brake disc 20. The brake pipeline 10 outputs or recovers fluid to push or pull at least one brake assembly 30 to make the at least one brake assembly 30 frictionally brake with the brake disc 20.

[0078] In the redundant brake 100 of the embodiments of the present application, at least two brake assemblies 30 are provided, and the brake pipeline 10 outputs or recovers fluid to push or pull at least one brake assembly 30 to make the at least one brake assembly 30 frictionally brake with the brake disc 20. In this way, the fault tolerance performance and stability of the brake system 1001 of the vehicle 1000 are improved, and the safety, stability and maneuverability of the vehicle 1000 are ensured.

[0079] Specifically, the redundant brake 100 can be applied to the brake system 1001 of the vehicle 1000, and the redundant brake 100 can be a hydraulic brake. When the redundant brake 100 is a hydraulic brake, the brake pipeline 10 is also an output pipeline of the hydraulic system of the vehicle 1000, and the fluid output by the brake pipeline 10 is hydraulic fluid.

[0080] The brake disc 20 can be in the shape of a disc. The redundant brake 100 comprises at least two brake assemblies 30, and each brake assembly 30 is connected with the brake pipeline 10 and the brake disc 20. When the redundant brake 100 brakes, two different braking modes can be used to achieve braking.

[0081] The first braking mode: when the brake pipeline 10 outputs fluid, at least one brake assembly 30 can be pushed to make the at least one brake assembly 30 frictionally brake with the brake disc 20.

[0082] The second braking mode: when the brake pipeline 10 recovers fluid, at least one brake assembly 30 can be pulled to make the at least one brake assembly 30 frictionally brake with the brake disc 20.

[0083] In actual applications, the two braking modes can be switched according to actual application conditions. For example, after long-time braking, the local temperature can be too high, which affects the braking efficiency. By switching the braking mode, this situation can be alleviated, so that the braking efficiency can be improved to a certain extent.

[0084] It should be noted that friction braking can be performed with the brake disc 20 through one brake assembly 30, but at least two brake assemblies 30 are set in the redundant brake 100, so that in the event that one brake assembly 30 fails, friction braking can still be performed through the redundant brake assembly 30. In this way, the fault tolerance and stability of the braking system 1001 of the vehicle 1000 can be improved, and the safety, stability and maneuverability of the vehicle 1000 are guaranteed after any brake assembly 30 fails.

[0085] See also Figure 1 In some embodiments, a rotation axis 21 is provided at the center of the brake disc 20, and a ring groove 22 is provided around the rotation axis 21. At least one brake assembly 30 includes a sliding member 31, a connecting member 32, and a friction block 33. The sliding member 31 is provided in the brake line 10. The brake line 10 outputs or recovers fluid to cause the sliding member 31 to move in a first direction or a second direction, wherein the first direction is opposite to the second direction. The connecting member 32 is connected to the sliding member 31, and the sliding member 31 drives the connecting member 32 to rotate around the rotation axis 21. The friction block 33 is connected to the connecting member 32, and the friction block 33 is provided in the ring groove 22. When the connecting member 32 rotates around the rotation axis 21, it drives the friction block 33 to rotate, so that the friction block 33 and the side wall of the ring groove 22 perform friction braking.

[0086] Specifically, each brake assembly 30 may include a sliding member 31, a connecting member 32, and a friction block 33. The sliding member 31 may be a piston and is disposed in the brake line 10. When the brake line 10 outputs fluid, the sliding member 31 is pushed to move in a first direction, which is a direction close to the connecting member 32. Figure 1 When the brake line 10 recovers the fluid, the sliding member 31 is pulled in the second direction, which is the direction away from the connecting member 32. Figure 2 The direction indicated by arrow B. In a brake assembly 30, the first direction is opposite to the second direction.

[0087] When there are two brake assemblies 30, the two brake assemblies 30 can be symmetrically arranged compared to the brake disc 20, and the two sliding members 31 are respectively arranged at the two ends of the brake pipe 10, and the movement directions of the two sliding members 31 are opposite. Figure 3 As shown, when the brake pipe 10 outputs fluid, the two sliding members 31 at both ends of the brake pipe 10 move outward along the brake pipe 10; Figure 4 As shown, when the brake pipe 10 recovers the fluid, the two sliding members 31 at both ends of the brake pipe 10 move inward along the brake pipe 10 respectively.

[0088] A rotation axis 21 is disposed at the center of the brake disc 20, with a groove 22 disposed around the rotation axis 21. A connecting member 32 is connected to the sliding member 31, and at least a portion of the connecting member 32 is disposed within the groove 22. The connecting member 31 includes a connection fulcrum 321, which can be connected to another component external to the redundant brake 100. When the sliding member 31 moves in the first or second direction, it drives the entire connecting member 32 to rotate about the connection fulcrum 321. At this time, the portion of the connecting member 32 located within the groove 22 can rotate within the groove 22 around the rotation axis 21.

[0089] For example, Figure 3 As shown, when the sliding member 31 moves in the first direction, the portion of the connecting member 32 located in the ring groove 22 rotates around the rotating shaft 21, the connecting member 32 of the left brake assembly 30 rotates clockwise, and the connecting member 32 of the right brake assembly 30 rotates counterclockwise. Figure 4 As shown, when the sliding member 31 moves along the second direction, the portion of the connecting member 32 located in the ring groove 22 rotates around the rotating shaft 21, the connecting member 32 of the left brake assembly 30 rotates counterclockwise, and the connecting member 32 of the right brake assembly 30 rotates clockwise.

[0090] The friction block 33 is connected to the connecting member 32 and is disposed in the annular groove 22. When the connecting member 32 rotates about the rotating shaft 21, it drives the friction block 33 to rotate together, causing the friction block 33 to perform friction braking against the sidewalls of the annular groove 22. The friction block 33 is arc-shaped to facilitate contact and friction with the annular sidewalls.

[0091] like Figure 3 As shown, when the connecting member 32 rotates around the rotating shaft 21, the friction block 33 rotates with the connecting member 32, so that the friction block 33 contacts the side wall of the ring groove 22 away from the rotating shaft 21, and performs friction braking. Figure 4 As shown, when the connecting member 32 rotates around the rotating shaft 21, the friction block 33 rotates together with the connecting member 32, so that the friction block 33 contacts the side wall of the ring groove 22 close to the rotating shaft 21, and friction braking is performed.

[0092] See also Figure 2 In some embodiments, at least one brake assembly 30 further includes a slide rail 34 and a connecting rod 35. The slide rail 34 is disposed on the connecting member 32. The connecting rod 35 includes a first end and a second end that are opposite in length. The first end is connected to the sliding member 31, and the second end is located within the slide rail 34. The sliding member 31 drives the connecting rod 35 to move in the first direction or the second direction, causing the connecting member 32 to rotate about the rotation axis 21.

[0093] Specifically, each brake assembly 30 may include a slide rail 34 and a connecting rod 35, and the sliding member 31 and the connecting member 32 may be connected via the slide rail 34 and the connecting rod 35. The slide rail 34 is disposed on the connecting member 32. The connecting rod 35 includes a first end and a second end that are opposite in length, with the first end connected to the sliding member 31 and the second end located within the slide rail 34. When the sliding member 31 moves in a first direction, it can drive the connecting rod 35 to move in the first direction. When the sliding member 31 moves in a second direction, it can drive the connecting rod 35 to move in the second direction. When the connecting rod 35 moves, the second end of the connecting rod 35 moves within the slide rail 34 along the extension direction of the slide rail 34, thereby driving the connecting member 32 to rotate about the rotation axis 21.

[0094] The redundant brake 100 further includes a fixing member 40, which is used to fix the rotating shaft 21. One end of the fixing member 40 is connected to the rotating shaft 21, and the other end can be connected to other components outside the redundant brake 100 to play a fixing role. There is no limit to the number of fixing members 40, such as Figure 1 As shown, there may be two fixing members 40 , and the two fixing members 40 are symmetrically arranged along the rotation shaft 21 to better fix the rotation shaft 21 .

[0095] See also Figure 1 、 Figure 3 and Figure 4 In some embodiments, the redundant brake 100 includes a drum braking mode, the brake pipe 10 outputs fluid to push the brake assembly 30, so that the brake assembly 30 and the brake disc 20 perform friction braking, and the brake pipe 10 recovers fluid to pull the brake assembly 30, so that the brake assembly 30 and the brake disc 20 stop braking; and / or the redundant brake 100 includes a disc braking mode, the brake pipe 10 recovers fluid to pull the brake assembly 30, so that the brake assembly 30 and the brake disc 20 perform friction braking, and the brake pipe 10 outputs fluid to push the brake assembly 30, so that the brake assembly 30 and the brake disc 20 stop braking.

[0096] Specifically, the redundant brake 100 includes two braking modes. In the aforementioned embodiment, the first braking mode is a drum braking mode, and the second braking mode is a disc braking mode.

[0097] When the redundant brake 100 is braking in drum braking mode, Figure 3 As shown, the brake line 10 outputs fluid to push the brake assembly 30, and the sliding member 31 drives the connecting rod 35 to move along the first direction. The second end of the connecting rod 35 moves in the sliding rail 34 along the extension direction of the sliding rail 34, driving the connecting member 32 to rotate around the rotating shaft 21; the connecting member 32 drives the friction block 33 to rotate together, so that the friction block 33 contacts the side wall of the ring groove 22 away from the rotating shaft 21, and friction braking is performed.

[0098] When drum braking ends, the brake pipeline 10 recovers the fluid to pull the brake assembly 30, and the sliding member 31 drives the connecting rod 35 to move along the second direction. The second end of the connecting rod 35 moves in the sliding rail 34 along the extension direction of the sliding rail 34, driving the connecting member 32 to rotate around the rotating shaft 21; the connecting member 32 drives the friction block 33 to rotate together, so that the friction block 33 stops contacting the side wall of the ring groove 22 away from the rotating shaft 21, returns to the initial position, and stops friction braking.

[0099] When the redundant brake 100 is braking in the disc brake mode, Figure 4 As shown, the brake line 10 recovers the fluid to pull the brake assembly 30, and the sliding member 31 drives the connecting rod 35 to move along the second direction. The second end of the connecting rod 35 moves in the sliding rail 34 along the extension direction of the sliding rail 34, driving the connecting member 32 to rotate around the rotating shaft 21; the connecting member 32 drives the friction block 33 to rotate together, so that the friction block 33 contacts the side wall of the ring groove 22 close to the rotating shaft 21, and friction braking is performed.

[0100] When drum braking ends, the brake pipeline 10 outputs fluid to pull the brake assembly 30, and the sliding member 31 drives the connecting rod 35 to move along the first direction. The second end of the connecting rod 35 moves in the sliding rail 34 along the extension direction of the sliding rail 34, driving the connecting member 32 to rotate around the rotating shaft 21; the connecting member 32 drives the friction block 33 to rotate together, so that the friction block 33 stops contacting the side wall of the ring groove 22 close to the rotating shaft 21, returns to the initial position, and stops friction braking.

[0101] It should be noted that the output and recovery of fluid by the brake line 10 can be achieved by adjusting the master cylinder pressure of the brake system 1001. By increasing the master cylinder pressure, the brake line 10 can output fluid, and by reducing the master cylinder pressure, the brake line 10 can recover fluid.

[0102] In the related art, a spring reset structure is used to achieve automatic reset, which is large in size and mass.

[0103] In the embodiment of the present application, friction braking of the friction block 33 is achieved by pushing or pulling the connecting member 32. After braking, the friction block 33 is restored to its initial position by automatically adjusting the master cylinder pressure to discharge or recover fluid from the brake line 10. This simplifies the reset structure, thereby simplifying the overall brake structure and reducing overall weight.

[0104] See also Figure 2The present application also provides a vehicle 1000. Vehicle 1000 includes a braking system 1001 and a steering system 1002. Braking system 1001 includes a redundant brake 100 according to any of the above embodiments and a plurality of wheel brakes 200. The number of redundant brakes 100 is at least two. Each wheel brake 200 is provided on a corresponding wheel.

[0105] Specifically, the steering system 1002 can be located at the front of the vehicle body. The braking system 1001 can be located near the wheels. In one example, the vehicle 1000 includes four wheels, and there are four wheel brakes 200, each of which is located on a corresponding wheel. In this case, there can be two redundant brakes 100, one on each of the two front wheels of the vehicle 1000. Alternatively, there can be four redundant brakes 100, each of which is located on a corresponding wheel.

[0106] During the driving process of vehicle 1000, wheel brake 200 can be used as the main brake and redundant brake 100 as the slave brake. When wheel brake 200 is working normally, braking is performed through wheel brake 200. When the wheels on one side pass through a low-adhesion road surface such as ice, snow, oil or water, it is easy for the wheel brakes 200 of both wheels on the same side to fail. For example, the two wheel brakes 200 on the left side fail or the two wheel brakes 200 on the right side fail. In this case, the master-slave switch can be performed and braking can be performed through redundant brake 100. In this way, by adjusting the braking strategy, vehicle body stability control can be achieved in emergency braking situations, improving the fault tolerance and safety of vehicle 1000.

[0107] The following describes in detail the braking control when the wheel brakes 200 of the two wheels on the same side of the vehicle 1000 fail.

[0108] See also Figure 2 、 Figure 5 and Figure 6 The present application also provides a vehicle control method, which is applied to the vehicle 1000 of the above embodiment. The vehicle control method includes:

[0109] 010: When the wheel brakes 200 of the two wheels on the same side fail, determine the braking strategy according to the actual braking torque;

[0110] 020: Determine an ideal wheel braking force and an ideal front wheel active steering angle based on the actual yaw rate, the actual center of mass sideslip angle, and the longitudinal speed of the vehicle 1000;

[0111] 030: According to the braking strategy, the braking system 1001 is controlled based on the ideal braking force of the wheels, and the steering system 1002 is controlled based on the ideal front wheel active steering angle to control the braking of the vehicle 1000;

[0112] The braking strategy includes a first braking strategy and a second braking strategy. In the first braking strategy, braking is performed by the wheel brakes 200. In the second braking strategy, braking is performed by the redundant brake 100.

[0113] The vehicle control method according to the embodiments of the present application determines the braking strategy according to the actual braking torque in the case of failure of the wheel brakes 200 of the wheels on the same side, determines the ideal wheel braking force and the ideal front wheel active steering angle, and controls the vehicle 1000 to brake according to the braking strategy based on the ideal wheel braking force and the ideal front wheel active steering angle. In this way, the software and hardware work together to achieve fault-tolerant control, which can solve the problem that a single fault-tolerant method cannot meet the braking demand and the problem that the cost of hardware redundancy is high.

[0114] Specifically, in the case of failure of the wheel brakes 200 of the wheels on the same side, the vehicle 1000 can not be able to stably implement emergency braking, and therefore the braking strategy can be determined according to the actual braking torque. The braking strategy includes a first braking strategy and a second braking strategy. The first braking strategy is still to perform braking by the wheel brakes 200, and the second braking strategy is to perform master-slave switching to perform braking by the redundant brake 100.

[0115] The selection of the first braking strategy and the second braking strategy belongs to a hardware fault-tolerant scheme in the case of failure of the wheel brakes 200 of the wheels on the same side. In terms of software fault tolerance, the actual yaw rate, the actual center of mass side slip angle, and the longitudinal speed of the vehicle 1000 can be obtained, and the ideal wheel braking force and the ideal front wheel active steering angle can be determined based on the actual yaw rate, the actual center of mass side slip angle, and the longitudinal speed of the vehicle 1000. Then, the braking system 1001 is controlled based on the ideal wheel braking force according to the determined braking strategy, and the steering system 1002 is controlled based on the ideal front wheel active steering angle, so as to control the vehicle 1000 to brake.

[0116] In the related art, a pure software fault-tolerant scheme or a pure hardware fault-tolerant scheme is used. The maximum braking strength that can be achieved in the pure software fault-tolerant scheme is limited. In the pure hardware fault-tolerant scheme, most of them are four-wheel hardware fault-tolerant, and have the disadvantages of complex structure and high cost.

[0117] In the embodiments of the present application, a software fault-tolerant scheme is provided, and a hardware fault-tolerant scheme is also provided. The software and hardware work together to achieve fault-tolerant control, which can solve the problem that a single fault-tolerant method cannot meet the braking demand and the problem that the cost of hardware redundancy is high.

[0118] Please refer to Figure 2 and Figure 7In some embodiments, determining an ideal wheel braking force and an ideal front wheel active steering angle (i.e., 020) based on the actual yaw rate, the actual sideslip angle, and the longitudinal velocity of the vehicle 1000 includes:

[0119] 021: Calculate a target yaw moment based on the actual yaw rate and the actual sideslip angle of the center of mass of the vehicle 1000;

[0120] 022: Determine a target braking intensity based on the longitudinal speed of the vehicle 1000 when the wheel brake 200 fails;

[0121] 023: Determine the ideal wheel braking force and the ideal front wheel active steering angle based on the target yaw moment and target braking intensity.

[0122] Specifically, a target yaw moment is first calculated based on the yaw rate and sideslip angle of the vehicle 1000. The target yaw moment is the additional yaw moment required to maintain the stability of the vehicle 1000. The specific calculation process can be as follows.

[0123] See also Figure 2 、 Figure 8 and Figure 9 In some embodiments, the target yaw moment (ie, 021) is calculated based on the actual yaw rate and the actual sideslip angle of the vehicle 1000, including:

[0124] 0211: Calculate the four-wheel vertical load based on the acceleration of the vehicle 1000;

[0125] 0212: Calculate the four-wheel lateral forces based on the four-wheel vertical loads and tire model of the vehicle 1000;

[0126] 0213: Calculate the ideal yaw rate and ideal center-of-mass sideslip angle of the vehicle 1000 based on the four-wheel lateral forces;

[0127] 0214: Design the sliding surface based on the difference between the actual yaw rate and the ideal yaw rate, as well as the difference between the actual and ideal sideslip angles.

[0128] 0215: Calculate the target yaw moment based on the sliding surface.

[0129] Specifically, the four-wheel vertical loads are calculated according to the acceleration of the vehicle 1000, and the four-wheel vertical loads are input into the HBPacejka tire model (also known as the magic formula tire model), so that the four-wheel lateral forces can be calculated.

[0130] Based on the four-wheel lateral force, the actual yaw rate and the actual center of mass side slip angle of the vehicle 1000, a yaw moment controller based on a sliding mode control is designed. A two-degree-of-freedom model of the vehicle is used as a reference model, and the ideal yaw rate and the ideal center of mass side slip angle of the vehicle 1000 can be calculated based on the four-wheel lateral force and the two-degree-of-freedom model of the vehicle.

[0131] Then, a sliding surface is designed according to the difference between the actual yaw rate and the ideal yaw rate, and the difference between the actual center of mass side slip angle and the ideal center of mass side slip angle. Suitable sliding mode parameters are selected according to the weight of the actual yaw rate and the actual center of mass side slip angle of the vehicle 1000. The appropriate approach rate is determined according to the characteristics of the sliding surface, and the target yaw moment can be calculated.

[0132] After the target yaw moment is determined, the current braking demand can be determined according to the longitudinal velocity of the vehicle 1000 under the condition that the wheel brake 200 fails, that is, the target braking intensity is determined. The longitudinal velocity refers to the longitudinal velocity at the moment when the wheel brake 200 fails, and the target braking intensity refers to the braking intensity that can maintain the stable driving of the vehicle 1000.

[0133] After the target braking intensity is determined, the ideal wheel braking force and the ideal front wheel active steering angle can be determined according to the target yaw moment and the target braking intensity. The specific process of determining the ideal wheel braking force and the ideal front wheel active steering angle is described in detail below.

[0134] Please refer to Figure 2 , Figure 9 and Figure 10 In some embodiments, the ideal wheel braking force and the ideal front wheel active steering angle (i.e., 023) are determined according to the target yaw moment and the target braking intensity, comprising:

[0135] 0231: determining the failure mode of the plurality of wheel brakes 200;

[0136] 0232: based on a quadratic programming algorithm, the target yaw moment and the target braking intensity are weighted and distributed according to the failure mode of the plurality of wheel brakes 200, to determine the ideal wheel braking force and the ideal front wheel active steering angle;

[0137] Wherein, the optimization target of the quadratic programming algorithm includes tire load rate and yaw moment, and the constraint condition includes any one or more of tire adhesion limit, front wheel active steering angle, front wheel active steering angle acceleration, and hydraulic brake change amplitude.

[0138] Specifically, when a brake failure occurs on vehicle 1000, the fault diagnosis module of vehicle 1000 analyzes the cause of the failure and determines the current driving state of vehicle 1000, including the state of the tire on the failed side. Based on the current driving state of vehicle 1000, the failure mode of multiple wheel brakes 200 is determined, including a left-side dual-wheel failure mode and a right-side dual-wheel failure mode.

[0139] Next, the ideal wheel braking force and ideal front wheel active steering angle are determined based on a quadratic programming algorithm. The minimum tire load factor and optimal yaw moment are used as optimization objectives for the quadratic programming, with one or more of the tire adhesion limit, the maximum front wheel active steering angle, the maximum front wheel active steering angular acceleration, and the maximum hydraulic braking amplitude as constraints. Based on the failure modes of the multiple wheel brakes 200, the target yaw moment and target braking intensity are weightedly distributed among the multiple wheels involved in braking to determine the ideal wheel braking force and ideal front wheel active steering angle for the multiple wheels involved in braking.

[0140] In this embodiment, the ideal wheel braking force and ideal front wheel active steering angle are calculated based on the actual yaw rate and sideslip angle of vehicle 1000, as well as the longitudinal velocity of vehicle 1000 in the event of wheel brake 200 failure. This allows for braking of vehicle 1000 by comprehensively considering the longitudinal offset of vehicle 1000 and the rate of change of the front wheel active steering angle, further ensuring driving safety and stability.

[0141] It can be understood that, taking the failure of the wheel brakes 200 on the left two wheels as an example, when the first braking strategy is adopted, only the wheel brakes 200 on the right two wheels can participate in braking. The target yaw moment and target braking intensity are weightedly distributed between the two wheels on the right side. When the first braking strategy is adopted, all two or four redundant brakes 100 can be used for braking. The target yaw moment and target braking intensity are weightedly distributed between the two or four wheels corresponding to the two or four redundant brakes 100.

[0142] When performing weighted distribution, the adhesion limit of the tire is taken into consideration. If, after distribution, the adhesion of the wheel with the largest braking force exceeds the adhesion limit, the braking force allocated to that wheel needs to be appropriately reduced so that the adhesion of that tire is reduced to 0.9 of the adhesion limit. The excess braking force can be distributed to the remaining wheels according to preset rules, for example, evenly distributed to the other wheels.

[0143] In this way, braking control of vehicle 1000 based on the ideal wheel braking force and the ideal front wheel active steering angle can meet the rapid braking requirements under the premise of stable driving, and minimize the loss of stability of vehicle 1000 and the loss of passenger driving experience due to failure of wheel brake 200.

[0144] Referring to Figure 2 and Figure 11 In some embodiments, according to the braking strategy, the braking system 1001 is controlled based on the wheel ideal braking force (i.e., 030), and the steering system 1002 is controlled based on the ideal front wheel active steering angle (i.e., 040), to control the vehicle 1000 to brake.

[0145] 031: converting the wheel ideal braking force into a wheel ideal braking torque;

[0146] 032: converting the wheel ideal braking torque into a wheel ideal braking pressure;

[0147] 033: controlling the braking system 1001 based on the wheel ideal braking pressure, and controlling the steering system 1002 based on the ideal front wheel active steering angle, to control the vehicle 1000 to brake.

[0148] Specifically, the wheel ideal braking force corresponding to each wheel is converted into a wheel ideal braking torque, and the wheel ideal braking torque is converted into a wheel ideal braking pressure. The wheel ideal braking pressure is input to the braking system 1001, and the braking system 1001 adjusts the wheel cylinder pressure according to the wheel ideal braking pressure, so that the actual braking force of the corresponding wheel can reach the wheel ideal braking force.

[0149] The ideal front wheel active steering angle is input to the steering system 1002, and the steering system 1002 can control the front wheel to steer according to the front wheel active steering angle. The braking system 1001 and the steering system 1002 can be cooperatively controlled to achieve stable braking.

[0150] Referring to Figure 2 , Figure 12 and Figure 13 In some embodiments, the braking strategy is determined according to the actual braking torque (i.e., 010), including:

[0151] 011: in the case that the actual braking torque cannot meet the braking demand, determining a second braking strategy as the braking strategy;

[0152] At this time, the braking system 1001 is controlled based on the wheel ideal braking force (i.e., 030), including:

[0153] 034: based on the wheel ideal braking force, braking in a disc brake mode of the redundant brake 100;

[0154] 035: determining the current actual braking torque, and in the case that the current actual braking torque cannot meet the braking demand, braking in a drum brake mode of the redundant brake 100.

[0155] Specifically, the brake strategy is determined according to the actual brake torque, in the case that the actual brake torque of the non-failed wheel can meet the brake demand, the first brake strategy can be used as the brake strategy, that is, no additional hardware fault-tolerant control is needed for the redundant brake 100, only software fault-tolerant control is needed, and braking is performed through the non-failed wheel brake 200.

[0156] In the case that the actual brake torque of the non-failed wheel cannot meet the brake demand, the second brake strategy can be determined as the brake strategy, that is, the redundant brake 100 is used for soft and hardware collaborative fault-tolerant control. The brake demand refers to the brake torque required to stabilize the braking vehicle 1000.

[0157] It can be understood that the redundant brake 100 includes two brake modes. In the case of using the second brake strategy, the disc brake mode of the redundant brake 100 is used for braking based on the wheel ideal brake force first. When disc braking is performed, the master cylinder pressure of the brake system 1001 is reduced, so that the friction block 33 of the redundant brake 100 is in contact with the side wall of the groove 22 for friction braking; after braking, the master cylinder pressure is restored, so that the arc-shaped friction block 33 is restored to the initial position and the contact with the side wall of the groove 22 is disconnected.

[0158] The actual brake torque in the disc brake mode is determined, and in the case that the current actual brake torque cannot meet the brake demand, the drum brake mode of the redundant brake 100 is used for braking. When drum braking is performed, the master cylinder pressure of the brake system 1001 is increased, so that the friction block 33 of the redundant brake 100 is in contact with the side wall of the groove 22 for friction braking; after braking, the master cylinder pressure is restored, so that the arc-shaped friction block 33 is restored to the initial position and the contact with the side wall of the groove 22 is disconnected.

[0159] In this way, through the switching of the brake mode of the redundant brake 100, the vehicle body stability control in the emergency braking condition is realized as much as possible.

[0160] Please refer to Figure 2 and Figure 14The embodiment of the present application also provides a vehicle control device 300 applied to the vehicle 1000 in the above embodiment. The vehicle control device 300 comprises a first determination module 310, a second determination module 320 and a brake control module 330. The first determination module 310 is configured to determine a braking strategy according to an actual braking torque in the case that the wheel brakes 200 of the wheels on the same side fail. The second determination module 320 is configured to determine ideal wheel braking force and ideal front wheel active steering angle based on an actual yaw rate, an actual center of mass side slip angle and a longitudinal speed of the vehicle 1000. The brake control module 330 is configured to control the braking system 1001 based on the ideal wheel braking force and control the steering system 1002 based on the ideal front wheel active steering angle according to the braking strategy, so as to control braking of the vehicle 1000. The braking strategy comprises a first braking strategy and a second braking strategy. In the first braking strategy, braking is performed by the wheel brakes 200. In the second braking strategy, braking is performed by the redundant brake 100.

[0161] In some embodiments, the second determination module 320 is specifically configured to calculate a target yaw moment based on the actual yaw rate and the actual center of mass side slip angle of the vehicle 1000, determine a target braking intensity according to the longitudinal speed of the vehicle 1000 in the case that the wheel brakes 200 fail, and determine the ideal wheel braking force and the ideal front wheel active steering angle according to the target yaw moment and the target braking intensity.

[0162] In some embodiments, the second determination module 320 is specifically configured to calculate four-wheel vertical loads according to the acceleration of the vehicle 1000, calculate four-wheel lateral forces according to the four-wheel vertical loads and a tire model of the vehicle 1000, calculate an ideal yaw rate and an ideal center of mass side slip angle of the vehicle 1000 according to the four-wheel lateral forces, design a sliding surface according to a difference between the actual yaw rate and the ideal yaw rate and a difference between the actual center of mass side slip angle and the ideal center of mass side slip angle, and calculate the target yaw moment according to the sliding surface.

[0163] In some embodiments, the second determination module 320 is specifically configured to determine a failure mode of the plurality of wheel brakes 200, and determine the ideal wheel braking force and the ideal front wheel active steering angle by weighting and distributing the target yaw moment and the target braking intensity according to the failure mode of the plurality of wheel brakes 200 based on a quadratic programming algorithm. The optimization target of the quadratic programming algorithm comprises tire load rate and yaw moment, and the constraint condition comprises any one or more of tire adhesion limit, front wheel active steering angle, front wheel active steering angle acceleration, and hydraulic brake change amplitude.

[0164] In some embodiments, the brake control module 330 is specifically configured to convert the wheel ideal braking force into a wheel ideal braking torque; convert the wheel ideal braking torque into a wheel ideal braking pressure; control the brake system 1001 according to the wheel ideal braking pressure; and control the steering system 1002 according to the ideal front wheel active steering angle, so as to control the vehicle 1000 to brake.

[0165] In some embodiments, the first determination module 310 is specifically configured to determine the second braking strategy as the braking strategy in the case that the actual braking torque cannot meet the braking demand. At this time, the brake control module 330 is specifically configured to brake in the disc brake mode of the redundant brake 100 based on the wheel ideal braking force; determine the current actual braking torque, and brake in the drum brake mode of the redundant brake 100 in the case that the current actual braking torque cannot meet the braking demand.

[0166] It should be noted that the above-mentioned embodiments of the redundant brake 100 and the vehicle control method are also applicable to the vehicle control device 300 of the embodiments of the present application, and will not be described here.

[0167] Please refer to Figure 2 and Figure 15 The embodiments of the present application also provide a vehicle control system 400, which comprises one or more processors 410 and a memory 420, and the memory 420 stores a computer program. When the computer program is executed by the processor 410, the vehicle control method of any of the above-mentioned embodiments is realized.

[0168] For example, when the computer program is executed by the processor 410, the vehicle control method is realized as follows:

[0169] 010: In the case that the wheel brakes 200 of the same side double wheels fail, determining a braking strategy according to the actual braking torque;

[0170] 020: Determining a wheel ideal braking force and an ideal front wheel active steering angle based on the actual yaw rate, the actual center of mass side slip angle and the longitudinal speed of the vehicle 1000;

[0171] 030: Controlling the brake system 1001 based on the wheel ideal braking force and controlling the steering system 1002 based on the ideal front wheel active steering angle according to the braking strategy, so as to control the vehicle 1000 to brake;

[0172] Wherein, the braking strategy comprises a first braking strategy and a second braking strategy, in the first braking strategy, braking is performed by the wheel brake 200, and in the second braking strategy, braking is performed by the redundant brake 100.

[0173] For another example, when the computer program is executed by the processor 410, the following vehicle control method is implemented:

[0174] 021: Calculate a target yaw moment based on the actual yaw rate and the actual sideslip angle of the center of mass of the vehicle 1000;

[0175] 022: Determine a target braking intensity based on the longitudinal speed of the vehicle 1000 when the wheel brake 200 fails;

[0176] 023: Determine the ideal wheel braking force and the ideal front wheel active steering angle based on the target yaw moment and target braking intensity.

[0177] It should be noted that the explanations of the redundant brake 100 and the vehicle control method in the aforementioned embodiment are also applicable to the vehicle control system 400 in the embodiment of the present application, and will not be elaborated here.

[0178] See also Figure 2 and Figure 16 The computer-readable storage medium 500 of the embodiment of the present application stores a computer program 510 thereon. When the program is executed by the processor 520, the vehicle control method of any of the above embodiments is implemented.

[0179] For example, when the computer program 510 is executed by the processor 520, the following vehicle control method is implemented:

[0180] 010: When the wheel brakes 200 of the two wheels on the same side fail, determine the braking strategy according to the actual braking torque;

[0181] 020: Determine an ideal wheel braking force and an ideal front wheel active steering angle based on the actual yaw rate, the actual center of mass sideslip angle, and the longitudinal speed of the vehicle 1000;

[0182] 030: According to the braking strategy, the braking system 1001 is controlled based on the ideal braking force of the wheels, and the steering system 1002 is controlled based on the ideal front wheel active steering angle to control the braking of the vehicle 1000;

[0183] The braking strategy includes a first braking strategy and a second braking strategy. In the first braking strategy, braking is performed by the wheel brake 200 , and in the second braking strategy, braking is performed by the redundant brake 100 .

[0184] For another example, when the computer program 510 is executed by the processor 520, the following vehicle control method is implemented:

[0185] 021: Calculate a target yaw moment based on the actual yaw rate and the actual sideslip angle of the center of mass of the vehicle 1000;

[0186] 022: determining a target braking intensity according to the longitudinal speed of the vehicle 1000 in the case of wheel brake 200 failure;

[0187] 023: determining an ideal wheel braking force and an ideal front wheel active steering angle according to the target yaw moment and the target braking intensity.

[0188] It should be noted that the aforementioned embodiments of the redundant brake 100 and the vehicle control method are also applicable to the computer readable storage medium 500 of the embodiments of the present application, which will not be described here.

[0189] In summary, in the redundant brake 100, the vehicle 1000, the vehicle control method, the vehicle control device 300, the vehicle control system 400 and the computer readable storage medium 500 of the embodiments of the present application, at least two brake assemblies 30 are provided, and the brake pipeline 10 outputs or recovers fluid to push or pull at least one brake assembly 30 to make at least one brake assembly 30 frictionally brake with the brake disc 20. In this way, the fault tolerance performance and stability of the braking system 1001 of the vehicle 1000 are improved, and the safety, stability and maneuverability of the vehicle 1000 are ensured.

[0190] In the description of the present specification, the description referring to the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description 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. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples without contradiction.

[0191] Any process or method descriptions or any other descriptions in flow charts or otherwise described herein can be understood as representing code modules, segments, or portions of code which include one or more executable instructions for implementing specific logic functions (or steps) in the process, and that the various embodiments of the application can include additional or fewer steps or codes, and that the method steps, codes or portions thereof can be combined or reordered in any suitable manner, and that the application encompasses such permutations.

[0192] The logic and / or steps represented in the flow diagrams and / or described herein, for example, can be considered as a sequence of executable instructions, and can be embodied in any computer-readable storage medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor- containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. In the context of this specification, a computer-readable storage medium can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer-readable storage medium can specifically include the following: an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device; a portable computer diskette (magnetic); a random access memory (RAM); a read-only memory (ROM); an erasable programmable read-only memory (EPROM or Flash memory); a portable compact disc read-only memory (CDROM); and a paper tape or other paper-based physical medium having a program recorded thereon. Additionally, the computer-readable storage medium can even be a paper or other suitable medium upon which the program is printed, as the program can be electronically captured, for example, via an optical scanner, then compiled, interpreted, or otherwise processed in a suitable manner, if necessary, and stored in a computer memory.

[0193] It should be understood that portions of the present application can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, and as in another embodiment, any of the following technologies known in the art, or a combination thereof, can be used: discrete logic circuitry having logic gates for implementing logic functions on data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and the like.

[0194] Those skilled in the art will appreciate that all or part of the steps carried out in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a program, and the program can be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment. In addition, the various functional units in the various embodiments of the present application can be integrated into a processing module, or each unit can exist physically alone, or two or more units can be integrated into one module. The above-mentioned integrated module can be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. The storage medium mentioned above can be a read-only memory, a disk or an optical disk, etc.

[0195] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are illustrative and cannot be understood as limitations on the present application. A person skilled in the art can change, modify, replace and modify the above embodiments within the scope of the present application. The scope of the present application is defined by the claims and their equivalents.

Claims

1. A redundant brake (100), characterized in that: include: Brake line (10); brake disc (20); At least two brake assemblies (30), each of the brake assemblies (30) is connected between the brake pipe (10) and the brake disc (20), and the brake pipe (10) outputs or recovers fluid to push or pull at least one of the brake assemblies (30), so that at least one of the brake assemblies (30) and the brake disc (20) perform friction braking.

2. The redundant brake (100) according to claim 1, characterized in that The redundant brake (100) includes a drum brake mode, wherein the brake pipe (10) outputs fluid to push the brake assembly (30) so that the brake assembly (30) and the brake disc (20) perform friction braking, and the brake pipe (10) recovers fluid to pull the brake assembly (30) so that the brake assembly (30) and the brake disc (20) stop braking; and / or The redundant brake (100) includes a disc brake mode, the brake pipe (10) recovers fluid to pull the brake assembly (30), so that the brake assembly (30) and the brake disc (20) perform friction braking, and the brake pipe (10) outputs fluid to push the brake assembly (30), so that the brake assembly (30) and the brake disc (20) stop braking.

3. The redundant brake (100) according to claim 1, characterized in that A rotating shaft (21) is provided at the center of the brake disc (20), and a ring groove (22) is provided around the rotating shaft (21). At least one of the brake assemblies (30) includes: A sliding member (31) is arranged in the brake pipeline (10), and the brake pipeline (10) outputs or recovers fluid to cause the sliding member (31) to move in a first direction or a second direction, wherein the first direction is opposite to the second direction; A connecting member (32) is connected to the sliding member (31), and the sliding member (31) drives the connecting member (32) to rotate around the rotating shaft (21); A friction block (33) is connected to the connecting member (32). The friction block (33) is arranged in the ring groove (22). When the connecting member (32) rotates around the rotating shaft (21), the friction block (33) is driven to rotate, so that the friction block (33) and the side wall of the ring groove (22) are frictionally braked.

4. The redundant brake (100) according to claim 3, characterized in that At least one of the brake assemblies (30) further comprises: A slide rail (34) is provided on the connecting member (32); The connecting rod (35) includes a first end and a second end opposite to each other along the length direction, wherein the first end is connected to the sliding member (31), and the second end is located in the slide rail (34). The sliding member (31) drives the connecting rod (35) to move along the first direction or the second direction, so that the connecting member (32) rotates around the rotating shaft (21).

5. A vehicle (1000), characterized in that: The invention comprises a braking system (1001) and a steering system (1002), wherein the braking system (1001) comprises: The redundant brake (100) according to any one of claims 1 to 4, wherein the number of the redundant brakes (100) is at least two; A plurality of wheel brakes (200), each wheel brake (200) is arranged on a corresponding wheel.

6. A vehicle control method, characterized in that: Applied to the vehicle (1000) according to claim 5, the vehicle control method comprises: In the event that the wheel brakes (200) of the two wheels on the same side fail, determining a braking strategy based on actual braking torque; Determining an ideal wheel braking force and an ideal front wheel active steering angle based on an actual yaw rate, an actual sideslip angle and a longitudinal speed of the vehicle (1000); According to the braking strategy, the braking system is controlled based on the ideal wheel braking force, and the steering system is controlled based on the ideal front wheel active steering angle, so as to control the braking of the vehicle (1000); The braking strategy includes a first braking strategy and a second braking strategy, wherein in the first braking strategy, braking is performed by the wheel brake (200), and in the second braking strategy, braking is performed by the redundant brake (100).

7. The vehicle control method according to claim 6, characterized in that: The method of determining an ideal wheel braking force and an ideal front wheel active steering angle based on an actual yaw rate, an actual center of mass sideslip angle, and a longitudinal speed of the vehicle (1000) comprises: Calculating a target yaw moment based on the actual yaw rate and the actual sideslip angle of the vehicle (1000); determining a target braking intensity based on the longitudinal speed of the vehicle (1000) when the wheel brake (200) fails; The ideal wheel braking force and the ideal front wheel active steering angle are determined according to the target yaw moment and the target braking intensity.

8. The vehicle control method according to claim 7, characterized in that: The calculating of a target yaw moment based on the actual yaw rate and the actual sideslip angle of the vehicle (1000) comprises: Calculating four-wheel vertical loads based on the acceleration of the vehicle (1000); Calculating four-wheel lateral forces based on the four-wheel vertical loads and tire model of the vehicle (1000); Calculating an ideal yaw rate and an ideal sideslip angle of the vehicle (1000) based on the four-wheel lateral forces; designing a sliding surface according to a difference between the actual yaw rate and the ideal yaw rate and a difference between the actual sideslip angle and the ideal sideslip angle; The target yaw moment is calculated according to the sliding mode surface.

9. The vehicle control method according to claim 7, characterized in that: The step of determining the ideal wheel braking force and the ideal front wheel active steering angle according to the target yaw moment and the target braking intensity includes: determining a failure mode of a plurality of said wheel brakes (200); Based on a quadratic programming algorithm, the target yaw moment and the target braking intensity are weightedly distributed according to failure modes of a plurality of the wheel brakes (200), to determine the ideal wheel braking force and the ideal front wheel active steering angle; The optimization objectives of the quadratic programming algorithm include tire load rate and yaw moment, and the constraints include any one or more of tire adhesion limit, front wheel active steering angle, front wheel active steering angular acceleration, and hydraulic braking change amplitude.

10. The vehicle control method according to claim 6, characterized in that: The method of controlling the braking system based on the ideal wheel braking force and the steering system based on the ideal front wheel active steering angle to control the braking of the vehicle (1000) comprises: Converting the ideal wheel braking force into an ideal braking torque; converting the ideal braking torque into an ideal braking pressure; The braking system is controlled according to the ideal braking pressure, and the steering system is controlled according to the ideal front wheel active steering angle to control the braking of the vehicle (1000).

11. The vehicle control method according to claim 6, characterized in that: Determining the braking strategy according to the actual braking torque includes: In a case where the actual braking torque cannot meet the braking requirement, determining the second braking strategy as the braking strategy; The controlling the braking system based on the ideal wheel braking force includes: Based on the ideal wheel braking force, braking is performed using the disc braking mode of the redundant brake (100); The current actual braking torque is determined, and when the current actual braking torque cannot meet the braking demand, the drum braking mode of the redundant brake (100) is adopted for braking.

12. A vehicle control device (300), characterized in that: Applied to the vehicle (1000) according to claim 5, the vehicle control device (300) comprises: A first determination module (310) is configured to determine a braking strategy based on actual braking torque when the wheel brakes (200) of the two wheels on the same side fail; a second determination module (320) for determining an ideal wheel braking force and an ideal front wheel active steering angle based on the yaw rate, the sideslip angle and the longitudinal speed of the vehicle (1000); a braking control module (330) configured to control the braking system based on the ideal wheel braking force according to the braking strategy, and to control the steering system based on the ideal front wheel active steering angle, so as to control braking of the vehicle (1000); The braking strategy includes a first braking strategy and a second braking strategy, wherein in the first braking strategy, braking is performed by the wheel brake (200), and in the second braking strategy, braking is performed by the redundant brake (100).

13. A vehicle control system (400), characterized in that: The vehicle control system (400) includes one or more processors (410) and a memory (420), wherein the memory (420) stores a computer program, and when the computer program is executed by the processor (410), the vehicle control method according to any one of claims 6 to 11 is implemented.

14. A computer-readable storage medium (500) having a computer program (510) stored thereon, characterized in that: When the program is executed by the processor (520), the vehicle control method according to any one of claims 6 to 11 is implemented.

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