Service braking control system and method, vehicle and electronic equipment

Abstract

The invention relates to a service braking control system and method, a vehicle and electronic equipment, relates to the technical field of new energy automobiles, and aims to perform braking control by utilizing a redundant braking controller under the condition that a hydraulic braking device fails in braking so as to reduce the risk of braking failure. The system comprises a hydraulic braking device, a redundant braking controller, a motor feedback braking device and an electronic parking braking device EPB. The hydraulic braking device is used for performing braking control on the vehicle in response to the service braking request; the redundant brake controller is used for determining a first brake torque required for braking the vehicle under the condition of determining that the brake control of the hydraulic brake device fails; and the redundant braking controller is further used for distributing a second braking torque to the motor regenerative braking device and distributing a third braking torque to the EPB based on the first braking torque, so that the motor regenerative braking device outputs the second braking torque and the EPB and outputs the third braking torque, and therefore vehicle braking is achieved, and the vehicle braking failure risk is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of new energy vehicles, in particular to the technical field of braking safety, and specifically relates to a driving brake control system and method, a vehicle and an electronic device. BACKGROUND

[0002] At present, with the rapid development of new energy vehicles, the market share of new energy vehicles is increasing, and the safety problems of new energy vehicles are also increasingly emerging. Among them, the reliability of the driving brake system has become a core problem in safety problems.

[0003] However, the existing method of braking the vehicle adopts redundant braking of double brake master cylinders or double hydraulic circuits to avoid the occurrence of single brake failure, which can improve reliability, but leads to an increase in cost, system complexity and system mass, which is not conducive to the lightweight design of the vehicle. Therefore, it is necessary to explore a more suitable driving brake scheme for the vehicle. SUMMARY

[0004] The present application provides a driving brake control system and method, a vehicle and an electronic device to at least solve the technical problem that the lightweight design of the vehicle is not conducive due to the redundant braking design of double brake master cylinders or double hydraulic circuits in the related art. The technical solution adopted by the present application is as follows:

[0005] In a first aspect, the present application provides a driving brake control system, comprising: a hydraulic brake device, a redundant brake controller, a motor feedback brake device and an electronic parking brake device EPB; the motor feedback brake device and the EPB are respectively in communication connection with the redundant brake controller; the hydraulic brake device is configured to brake the vehicle in response to a driving brake request; the redundant brake controller is configured to determine a first braking torque required for braking the vehicle in the case that the braking control of the hydraulic brake device fails; the redundant brake controller is further configured to distribute a second braking torque to the motor feedback brake device and a third braking torque to the EPB based on the first braking torque; the motor feedback brake device is configured to output the second braking torque; and the EPB is configured to output the third braking torque.

[0006] According to the above technical means, the present application can brake the vehicle through the hydraulic brake device and the redundant brake controller. When the hydraulic brake device fails, redundant braking control is adopted in a timely manner. The redundant braking control mainly relies on the redundant brake controller and the motor feedback brake device and the EPB provided by the vehicle itself. The redundant brake controller determines the braking torque required for braking the vehicle, and accurately distributes the braking torque to the motor feedback brake device and the EPB, so that the motor feedback device and the EPB cooperatively realize braking control.

[0007] In a possible implementation, the redundant brake controller is specifically configured to determine that the brake control of the hydraulic brake device has failed after receiving brake control failure information sent by the hydraulic brake device.

[0008] According to the above technical means, when the brake control fails, the hydraulic brake device of the present application triggers the redundant brake controller to perform braking, thereby improving the braking safety performance.

[0009] In one possible implementation, the service brake control system also includes a collection device; the collection device is used to collect the hydraulic pressure of the brake master cylinder and / or brake wheel cylinder in the hydraulic brake device, and send the hydraulic pressure to the redundant brake controller; the redundant brake controller is specifically used to identify whether the hydraulic brake device is faulty based on the hydraulic pressure; when a service brake request is received and a hydraulic brake device fault is identified, it is determined that the brake control of the hydraulic brake device has failed.

[0010] According to the above technical means, the present application collects the hydraulic pressure data of the hydraulic brake device through a collection device independent of the hydraulic brake device, and sends it to the redundant brake controller to perform fault judgment of the hydraulic brake device. When it is determined that the hydraulic brake device has a fault, the redundant brake controller is triggered to perform braking, thereby improving the braking safety performance.

[0011] In one possible implementation, the hydraulic brake device is deployed on the main brake circuit, and the redundant brake controller, motor feedback brake device and EPB are deployed on the redundant brake circuit; the CAN communication main line and power supply battery of the main brake circuit and the redundant brake circuit are different.

[0012] Based on the above technical means, this application deploys the hydraulic braking device and redundant brake controller on two circuits respectively, using independent communication main lines and power supply batteries to work, so as to avoid the problem that when a fault occurs in one brake circuit, it will affect the other brake circuit and cause brake failure.

[0013] In a second aspect, the present application provides a service brake control method, which is applied to a redundant brake controller, and the redundant brake controller is deployed in a service brake control system, and the service brake control system also includes a hydraulic brake device, a motor feedback brake device and an electronic parking brake device EPB; the motor feedback brake device and the EPB are respectively communicated with the redundant brake controller, including: when it is determined that the brake control of the hydraulic brake device has failed, determining the first braking torque required for vehicle braking; wherein the hydraulic brake device controls the vehicle in response to the service brake request; based on the first braking torque, allocating a second braking torque to the motor feedback brake device and allocating a third braking torque to the EPB, so that the motor feedback brake device outputs the second braking torque and the EPB outputs the third braking torque.

[0014] According to the technical means, the vehicle can be braked by the hydraulic braking device and the redundant braking controller. When the hydraulic braking device fails, the redundant braking control is used in time. The redundant braking control mainly depends on the redundant braking controller, the motor feedback braking device and the EPB. The redundant braking controller determines the braking torque required by the vehicle, and accurately distributes the braking torque to the motor feedback braking device and the EPB, so that the motor feedback device and the EPB cooperatively realize the braking control.

[0015] In a possible implementation, the second braking torque is distributed to the motor feedback braking device and the third braking torque is distributed to the EPB based on the first braking torque, including: determining a maximum allowed braking torque of the motor feedback braking device based on an ambient temperature of the vehicle; and distributing the second braking torque to the motor feedback braking device and the third braking torque to the EPB based on the first braking torque, the maximum allowed braking torque, and a state of charge (SOC) of a power battery of the vehicle and a vehicle speed.

[0016] According to the technical means, the braking torque can be distributed to the motor feedback braking device and the EPB by fully considering the information such as the ambient temperature, the SOC and the vehicle speed, so that the braking torque output of the motor feedback braking device and the EPB can adapt to the braking control of the vehicle under complex working conditions.

[0017] In a possible implementation, the second braking torque is distributed to the motor feedback braking device and the third braking torque is distributed to the EPB based on the first braking torque, the maximum allowed braking torque, and the state of charge (SOC) of the power battery of the vehicle and the vehicle speed, including: determining a torque difference between the first braking torque and the maximum allowed braking torque in a case where the SOC is not greater than a preset SOC threshold and the vehicle speed is greater than a first preset vehicle speed threshold; distributing the second braking torque to the motor feedback braking device and the third braking torque to the EPB; and wherein the second braking torque is equal to the maximum allowed braking torque, and the third braking torque is equal to the torque difference.

[0018] According to the technical means, when the vehicle is in a high-speed and low-SOC operating state, the energy recovery efficiency of the motor feedback braking device is relatively high, so the motor feedback braking device is used to undertake the braking task as much as possible, the braking capacity is sufficient, and the performance requirement of emergency braking can be met, and the wear of the EPB mechanical brake is reduced.

[0019] In a possible implementation, the second brake torque is allocated to the motor feedback braking device and the third brake torque is allocated to the EPB based on the first brake torque, the maximum allowable brake torque, and the state of charge (SOC) of the power battery of the vehicle and the vehicle speed, and the method comprises: in a case where the SOC is not greater than an SOC threshold and the vehicle speed is within a vehicle speed range formed by a first preset vehicle speed threshold and a second preset vehicle speed threshold, determining a brake torque distribution ratio of the motor feedback braking device and the EPB based on the maximum allowable brake torque, the brake performance of the EPB, and the road surface adhesion coefficient of the road where the vehicle is located; and allocating the second brake torque to the motor feedback braking device and the third brake torque to the EPB based on the first brake torque and the brake torque distribution ratio; wherein the first preset vehicle speed threshold is greater than the second preset vehicle speed threshold.

[0020] According to the technical means, in the running state of low SOC and moderate vehicle speed, the energy recovery efficiency of the motor feedback braking device may be insufficient to completely undertake the braking task, so the appropriate brake torque distribution ratio of the motor feedback braking device and the EPB is determined based on the brake performance of the EPB and the road surface adhesion coefficient of the road where the vehicle is located, the cooperative braking capability of the motor feedback braking device and the EPB is fully exerted, the braking stability is improved, and the wheel is prevented from being locked or side slipping.

[0021] In a possible implementation, the second brake torque is allocated to the motor feedback braking device and the third brake torque is allocated to the EPB based on the first brake torque, and the method comprises: in a case where the SOC is greater than a preset SOC threshold or the vehicle speed of the vehicle is less than a second preset vehicle speed threshold, determining that the second brake torque is equal to 0 and the third brake torque is equal to the first brake torque; and allocating the second brake torque to the motor feedback braking device and the third brake torque to the EPB.

[0022] According to the technical means, when the SOC is high, the battery is close to full power, at this time, the energy recovery efficiency of the motor feedback braking device is small, and invalid braking is prone to occur when the motor feedback braking device is used for braking; and when the vehicle speed is low, the feedback energy recovery efficiency of the motor feedback braking device is low, the braking force is weak, and the braking stability may be affected due to torque fluctuation. Therefore, the motor feedback braking device can be turned off and switched to the EPB braking in the case of high SOC or low speed, and the EPB directly provides stable braking force through mechanical friction.

[0023] In a possible implementation, the driving brake control method further includes: in a case where the ambient temperature of the vehicle is greater than a first preset temperature threshold, controlling the EPB to brake in a time-sharing brake mode; the time-sharing brake mode is a working mode in which braking and cooling are alternately performed; in a case where the ambient temperature of the vehicle is less than a second preset temperature threshold, controlling the EPB to brake in a pulse brake mode; the pulse brake mode is a working mode in which braking is performed at a preset frequency; and the first preset temperature threshold is greater than the second preset temperature threshold.

[0024] According to the technical means, the EPB can be used for time-sharing braking in a high-temperature environment, so as to avoid a brake safety risk caused by excessively high temperature of the EPB. The EPB can also be used for pulse braking in a low-temperature environment, so as to avoid a brake safety risk caused by icing of the brake caliper.

[0025] In a possible implementation, the driving brake control method further includes: in a case where the ambient temperature of the vehicle is less than the second preset temperature threshold, controlling the motor feedback brake device to output a second brake torque and a preset oscillation torque with an oscillation amplitude, the oscillation torque being used for heating the motor in the motor feedback brake device.

[0026] According to the technical means, the motor in the motor feedback brake device can be heated by using the oscillation torque in a low-temperature environment, so as to improve the ambient temperature and avoid a brake safety risk caused by excessively long low-temperature time or excessively low temperature.

[0027] In a third aspect, the present application provides a vehicle including the driving brake control system in the first aspect, and the driving brake control system is used for vehicle brake control by using the driving brake control method in the second aspect.

[0028] In a fourth aspect, the present application provides an electronic device including a processor and a memory, and the memory stores at least one computer program, the at least one computer program is loaded and executed by the processor to implement the method in the second aspect and any possible implementation thereof.

[0029] In a fifth aspect, the present application provides a computer-readable storage medium, when instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device can execute the method in the second aspect and any possible implementation thereof.

[0030] In a sixth aspect, the present application provides a computer program product, the computer program product includes computer instructions, when the computer instructions are run on an electronic device, the electronic device executes the method in the second aspect and any possible implementation thereof.

[0031] It should be noted that the technical effects brought by any one of the implementation manners of the third aspect to the sixth aspect can refer to the technical effects brought by the corresponding implementation manners in the first aspect or the second aspect, which will not be repeated here.

[0032] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0033] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and serve to explain the principles of the present application, and do not limit the present application.

[0034] Figure 1 is a schematic diagram of an implementation environment of a kind of according to an exemplary embodiment;

[0035] Figure 2 is a block diagram of a kind of line brake control system according to an exemplary embodiment;

[0036] Figure 3 is a flow chart based on the flow chart of the failure judgment of the double path arbitration mechanism according to the embodiments of the present application;

[0037] Figure 4 is a schematic diagram of a double brake circuit according to the embodiments of the present application;

[0038] Figure 5 is a schematic diagram of a double path communication according to an exemplary embodiment;

[0039] Figure 6 is a block diagram of another kind of line brake control system according to an exemplary embodiment;

[0040] Figure 7 is a flow chart of a kind of line brake control method according to an exemplary embodiment;

[0041] Figure 8 is a flow chart of another kind of line brake control method according to an exemplary embodiment;

[0042] Figure 9 is a schematic diagram of a kind of line brake control by redundant brake controller according to an exemplary embodiment;

[0043] Figure 10 is a flow chart of a kind of based on the flow chart of the speed-based hierarchical control according to an exemplary embodiment;

[0044] Figure 11 is a flow chart of a kind of based on the flow chart of the temperature-based hierarchical control according to an exemplary embodiment;

[0045] Figure 12 FIG. 1 is a flowchart of a battery SOC-based hierarchical control according to an example embodiment;

[0046] Figure 13 FIG. 2 is a block diagram of an electronic device according to an example embodiment. DETAILED DESCRIPTION

[0047] In order to make the skilled in the art better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings.

[0048] It should be noted that the terms "first", "second", and the like in the description and claims of the present application and the above drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all the embodiments consistent with the present application. Rather, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0049] In the embodiments of the present application, the words "exemplary", "such as", or "for example" are used to mean serving as an example, instance, or illustration. Any embodiment or design described as "exemplary", "such as", or "for example" in the embodiments of the present application should not be construed as being more preferred or advantageous than other embodiments or design solutions. Rather, the use of the words "exemplary", "such as", or "for example" is intended to present relevant concepts in a concrete manner.

[0050] The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all.

[0051] The service brake control system provided in the embodiments of the present application is used to perform service braking for a vehicle (especially an intelligent driving vehicle). A vehicle may also be referred to as a vehicle, mobile carrier, electric vehicle (EV), hybrid electric vehicle (HEV), plug-in hybrid electric vehicle (PHEV), fuel cell vehicle (FCV), autonomous vehicle, intelligent and connected vehicle (ICV), driverless vehicle, etc.

[0052] In the embodiments of this application, the vehicle may be a sedan, a sport utility vehicle (SUV), a truck, a specialized vehicle (such as an ambulance, fire truck, or police car), a driverless taxi, a smart connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, this method is also applicable to various specialized vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, and port vehicles. This application does not impose any specific limitations on this.

[0053] like Figure 1 As shown, the implementation environment of the service brake control of the present application includes: a service brake control system 101 and a brake request system 102; the service brake control system 101 establishes a communication connection with the brake request system 102. The brake request system 102 can be deployed in a vehicle.

[0054] The service brake control system 101 is used to perform service braking based on the hydraulic brake device when receiving a service brake request sent by the brake request system 101, or to use the redundant brake controller to control the motor feedback brake device and EPB to brake the vehicle when the hydraulic brake device fails.

[0055] The braking request system 102 is used to obtain the vehicle's braking request and send the vehicle's braking request to the service brake control system 101, where the braking request refers to the braking force demand instruction issued by the vehicle for deceleration or parking, including but not limited to driver's active request, auxiliary driving system request, vehicle status trigger request, environment interaction trigger request, special scenario request, etc.

[0056] In practical applications, the service brake control system 101 may be communicatively connected to one or more brake request systems 102 .

[0057] For ease of understanding, the application is described by taking the communication connection between the service brake control system 101 and the brake request system 102 as an example.

[0058] As an implementable manner, Figure 1 The service brake control system 101 and the brake request system 102 in the application are arranged in a vehicle, wherein the service brake control system 101 and the brake request system 102 can be functional modules integrated in the same device, or can be devices arranged independently of each other. The application does not make any limitation in this regard.

[0059] It is easy to understand that when the service brake control system 101 and the brake request system 102 are functional modules integrated in the same device, the communication mode between the service brake control system 101 and the brake request system 102 is the communication between the internal modules of the device. In this case, the communication process between the two is the same as the communication process when the service brake control system 101 and the brake request system 102 are arranged independently of each other. For ease of understanding, the application is mainly described by taking the case where the service brake control system 101 and the brake request system 102 are arranged independently of each other as an example.

[0060] As an implementable manner, Figure 1 The service brake control system 101 or the brake request system 102 in the application can be arranged in a terminal, or can be arranged in a server, or can be arranged in other types of electronic devices.

[0061] In the case where the service brake control system 101 or the brake request system 102 is arranged in a terminal, the terminal can be a device for providing data connectivity to vehicle users or vehicle owners, a handheld device with wireless connection function, or other processing devices connected to a wireless modem. The terminal can communicate with one or more core networks through a radio access network (RAN). The terminal can be a mobile terminal, such as a computer with a mobile terminal, or a mobile device, which exchanges voice and / or data with a radio access network, for example, a mobile phone, a tablet computer, a notebook computer, a netbook, a personal digital assistant (PDA). The application does not make any limitation in this regard.

[0062] In the case where the service brake control system 101 or the brake request system 102 is arranged in a server, the server can be a single server, or can also be a server cluster composed of multiple servers. In some embodiments, the server cluster can also be a distributed cluster. The application does not make any limitation in this regard.

[0063] It should be noted that the structure of the embodiments of the present application does not constitute a limitation on the service brake control system 101. More or fewer components than those shown can be included, or certain components can be combined, or split, or different components can be arranged. The components shown can be implemented in hardware, software, or a combination of software and hardware.

[0064] For ease of understanding, the service brake control system provided by the present application is specifically introduced below in combination with the drawings.

[0065] Figure 2 is a block diagram of a service brake control system according to an exemplary embodiment, referring to Figure 2 The system includes: a hydraulic brake device 201, a redundant brake controller 202, a motor feedback brake device 203, and an electronic parking brake device EPB 204; the motor feedback brake device 203 and the electronic parking brake device EPB 204 are respectively in communication connection with the redundant brake controller 202.

[0066] The hydraulic brake device 201 is configured to brake and control the vehicle in response to a service brake request.

[0067] The service brake request is a brake force demand instruction issued by the vehicle, including but not limited to a driver's active request and an assisted driving system request, etc., wherein the driver's active request includes a pedal brake request, a manual parking request, etc., and the pedal brake request refers to a way of issuing a brake request by the driver stepping on the brake pedal; the assisted driving system request includes a vehicle state triggered request, an environment interaction triggered request, a special scene request, etc.

[0068] The assisted driving request refers to a brake request automatically issued by the assisted driving system equipped in the vehicle according to a preset algorithm or real-time sensing data, for example: in the scene of partial automation L2 level vehicle driving or conditional automation L3 level vehicle driving, the driver does not need to actively step on the brake pedal, the vehicle calculates the target deceleration according to the assisted driving system equipped, sends a brake instruction to the electronic parking brake device EPB of the vehicle, and realizes brake control of the vehicle deceleration or parking. The assisted driving system request includes an adaptive cruise braking request, an automatic emergency braking request, and a traffic congestion auxiliary braking request, etc.

[0069] The vehicle state triggered request refers to a vehicle brake request automatically issued by the assisted driving system of the vehicle when the state of the vehicle itself reaches a preset state, including a downhill gentle braking request, an energy recovery braking request, a fault safety braking request, etc.

[0070] The environment interaction triggered request refers to a brake request automatically issued according to the interaction result when the vehicle interacts with the external environment (such as other vehicles, pedestrians, road facilities, etc.), such as a collision triggered braking request at an intersection, etc.

[0071] The special scene request refers to a brake request automatically sent by the vehicle in a specific scene according to the scene demand, including a race track mode brake request, a trailer mode brake request, a parking mode brake request, a car washing mode brake request, and the like.

[0072] The purpose of the brake control is to ensure that the vehicle can be safely, stably and efficiently decelerated or stopped under different working conditions (such as driving, parking, emergency avoidance, and the like).

[0073] The redundant brake controller 202 is configured to determine a first brake torque required by the vehicle to brake in a case where it is determined that the brake control of the hydraulic brake device fails.

[0074] The brake control failure refers to a failure state in which the hydraulic brake device of the vehicle cannot normally generate, transmit or execute the brake force of the vehicle, so that the vehicle cannot achieve the expected deceleration or parking effect.

[0075] The brake control failure can refer to a situation of complete brake failure, insufficient brake force, single-wheel or single-axle brake failure, and the like, and the embodiment is only used to indicate the situation of complete brake failure of the hydraulic brake device.

[0076] The reasons for the brake control failure include a hydraulic brake device failure (brake fluid leakage, air entering the brake pipeline, brake master cylinder or wheel cylinder damage, and the like), an electronic control device failure (ABS / ESP module damage, sensor failure, line problem failure, and the like), mechanical part wear (excessive wear of brake disc or brake pad, brake shoe return spring fracture, and the like), improper operation (long-time continuous braking leading to overheating of the hydraulic brake device, “single-pedal mode” operation failure or accidental pressing of the handbrake or parking control button, and the like), and the like.

[0077] In a possible implementation manner, the redundant brake controller is specifically configured to determine that the brake control of the hydraulic brake device fails when it is determined that the hydraulic brake device fails.

[0078] As an example, the redundant brake controller determines that the hydraulic brake device fails after receiving the information (or feedback failure information) of the brake control failure sent by the hydraulic brake device.

[0079] As another example, the service brake control system further includes an acquisition device; the acquisition device includes a hydraulic pressure sensor configured to acquire the hydraulic pressure of the brake master cylinder and / or the brake wheel cylinder in the hydraulic brake device and send the hydraulic pressure to the redundant brake controller; and the redundant brake controller identifies whether the hydraulic brake device fails based on the hydraulic pressure.

[0080] As a further example: the above-mentioned collection device further comprises a wheel speed sensor, the wheel speed sensor collects wheel speed information of the vehicle and sends the wheel speed information to the redundant brake controller; the redundant brake controller determines the actual deceleration of the vehicle based on the hydraulic pressure and the four-wheel speed information, and identifies whether the hydraulic brake device fails based on the actual deceleration.

[0081] Specifically, the above-mentioned wheel speed sensor is used to collect pulse signals generated by wheel rotation to calculate wheel speed, and determine the initial deceleration of the vehicle based on the wheel speed; the above-mentioned hydraulic sensor is used to collect hydraulic pressure of the brake master cylinder and the wheel cylinder of the vehicle, and determine the vehicle braking force of the vehicle based on the hydraulic pressure, the brake piston area, the friction coefficient of the friction plate and the brake disc, and the brake system efficiency, so as to obtain the theoretical deceleration of the vehicle according to the vehicle mass and the vehicle braking force; the initial deceleration and the theoretical deceleration are weighted and averaged to estimate the actual deceleration of the vehicle.

[0082] Figure 3 is a flowchart based on a dual-channel arbitration mechanism fault judgment according to an embodiment of the present application; as shown in Figure 3 the process of the redundant brake controller for fault judgment of the hydraulic brake device includes,

[0083] S301, monitoring whether the hydraulic brake device feedbacks fault information.

[0084] If fault information is fed back, step S304 is executed, otherwise, step S302 is executed.

[0085] S302, estimating the actual deceleration based on the wheel speed information of the vehicle and the hydraulic pressure of the brake master cylinder and / or the brake wheel cylinder in the hydraulic brake device.

[0086] S303, determining whether the deceleration duration of the actual deceleration lower than the preset theoretical value is greater than the preset duration.

[0087] For example, the preset theoretical value can be 30% of the speed before deceleration, and the preset duration can be 200ms.

[0088] If it is determined that the deceleration duration of the actual deceleration lower than the preset theoretical value is greater than the preset duration, step S304 is executed, otherwise, step S301 is executed.

[0089] S304, determining that the hydraulic brake device fails.

[0090] In summary, Figure 3Two failure identification modes of the hydraulic brake device are given, that is, if the hydraulic brake device has feedback failure information, the hydraulic brake device fails; or if the actual deceleration less than the preset theoretical value lasts for a time longer than a preset time, the hydraulic brake device is determined to fail. If one of the failure identification modes is established, the other one stops identifying.

[0091] The collection device further includes a temperature collection device for collecting temperature information of the motor feedback brake device and the EPB. Vehicle speed information can be determined according to wheel speed information. The hydraulic pressure information, vehicle speed information and temperature information of the motor feedback brake device and the EPB are sent to the redundant brake controller, so as to distribute brake torque of the motor feedback brake device and the EPB of the vehicle through the redundant brake controller, thereby performing driving brake according to the motor feedback brake device and the EPB.

[0092] The motor feedback brake device is a technical device that feeds back the excess energy (such as kinetic energy or potential energy) generated by the motor of the vehicle during operation to the power grid or other energy storage devices through specific devices or technologies, realizes energy reuse, improves efficiency and reduces energy consumption. The core is to convert the energy dissipated in the form of heat energy in the traditional braking process into usable electric energy through energy conversion and feedback mechanism.

[0093] The electronic parking brake device EPB is the abbreviation of Electronic Parking Brake, also known as electronic hand brake, which is a technology that realizes vehicle parking brake through electronic control, which replaces the traditional mechanical pull rod hand brake. EPB not only simplifies the operation, but also automatically closes when starting, reducing the steps of manual closing by the driver. The functions of EPB include dynamic braking, automatic parking when the engine is off, throttle linkage release and emergency release device, etc.

[0094] The first brake torque is the overall brake torque required for vehicle braking based on the received brake request in the case of brake control failure of the hydraulic brake device.

[0095] The redundant brake controller 202 is further configured to distribute a second brake torque to the motor feedback brake device and a third brake torque to the EPB based on the first brake torque.

[0096] The motor feedback brake device 203 is configured to output the second brake torque.

[0097] The EPB 204 is configured to output the third brake torque.

[0098] The second brake torque refers to the electromagnetic torque generated by the motor reverse rotation of the motor feedback brake device. The third brake torque refers to the friction torque generated by the motor driving brake caliper of the EPB. The first brake torque is the sum of the second brake torque and the third brake torque.

[0099] In a possible implementation, Figure 4 is a schematic diagram of a dual brake circuit according to an embodiment of the present application; the hydraulic brake device 401 is arranged on the main brake circuit, the redundant brake controller 402, the motor feedback brake device 403 and the electronic parking brake device 404 EPB are arranged on the redundant brake circuit, the power supply batteries of the main brake circuit and the redundant brake circuit are different, so as to form a dual power supply condition, thereby ensuring the redundant and mutually non-interfering low-voltage power supply of the hydraulic brake device and the redundant brake controller.

[0100] Exemplarily, referring to Figure 4 , the dual power supply network is composed of a DC-DC converter 406, a 12V storage battery (main) 407, a 12V storage battery (redundant) 408, a circuit breaker device 409 and various low-voltage loads. Among them, the DC-DC converter 406, the 12V storage battery (main) 407 and the hydraulic brake device 401 constitute the main brake circuit, wherein the DC-DC converter 406 and the 12V storage battery (main) 407 provide low-voltage power supply for the low-voltage loads of the main brake circuit, i.e. the hydraulic brake device 401 and the acquisition device 405; the DC-DC converter 406, the 12V storage battery (redundant) 408, the redundant brake controller 402, the motor feedback brake device 403 and the electronic parking brake device 404 constitute the redundant brake circuit, wherein the 12V storage battery (redundant) 408 provides low-voltage power supply for the low-voltage loads of the redundant brake circuit, i.e. the redundant brake controller 402, the motor feedback brake device 403, the electronic parking brake device 404 and the acquisition device 405. The circuit breaker device 409 is connected in series between the main brake circuit and the redundant brake circuit, when overvoltage, undervoltage or short circuit fault occurs in the main brake circuit or the redundant brake circuit, the circuit breaker device 409 can cut off and isolate the fault in time, so as to avoid affecting the other brake circuit.

[0101] The acquisition device includes but is not limited to a wheel speed sensor (accuracy ±0.1 km / h), a temperature sensor (range -40℃-150℃), a hydraulic pressure sensor (range 0-200bar).

[0102] In a possible implementation, Figure 5 is a schematic diagram of dual communication according to an exemplary embodiment; referring to Figure 5 ​, hydraulic brake device 501 is deployed on the main brake circuit, redundant brake controller 502, motor feedback brake device 503 and electronic parking brake device 504 (EPB) are deployed on the redundant brake circuit, and the CAN communication main line of the main brake circuit and the redundant brake circuit is different.

[0103] Exemplarily, referring to Figure 5 , the redundant communication network designs two communication CAN1 and CAN2, the nodes connected on the communication CAN1 have the hydraulic brake device 501, the nodes connected on the communication CAN2 have the redundant brake controller 502, the motor feedback brake device 503 and the electronic parking brake device 504, and the CAN1 and the CAN2 exchange information through the gateway 505. When the communication of the CAN1 or the CAN2 fails, the normal communication of the other CAN will not be affected.

[0104] Exemplarily, Figure 6 is a block diagram of still another driving brake control system according to an exemplary embodiment; as Figure 6 shown, the driving brake control system comprises: hydraulic brake device 601, redundant brake controller 602, motor feedback brake device 603, electronic parking brake device 604, and acquisition device 605. The hydraulic brake device 601, the redundant brake controller 602, the motor feedback brake device 603 and the electronic parking brake device 604 all adopt CAN bus communication; when the hydraulic brake device 601 fails, the fault information is transmitted to the redundant brake controller 602, the redundant brake controller 602 receives the fault information from the hydraulic brake device 601 through CAN, and sends brake torque request and mode request to the motor feedback brake device 603 and the electronic parking brake device 604 respectively through CAN. The acquisition device 605 is connected with the redundant brake controller 602 through LIN, and feeds back wheel speed information, motor feedback brake device / electronic parking device temperature information and hydraulic pressure information to the redundant brake controller 602 through LIN.

[0105] The above-mentioned hydraulic brake device 601 is an integrated electronic hydraulic brake system, which comprises brake master cylinder, wheel cylinder, hydraulic control related valve body and related sensor. The main functions include executing conventional hydraulic brake; monitoring and feeding back real-time fault state information.

[0106] The redundancy brake controller 602 is integrated in the vehicle controller. Main functions: based on hydraulic pressure information and wheel speed information, determine whether the hydraulic brake device fails in real time through a dual-channel arbitration mechanism; when the hydraulic brake device fails, estimate the road adhesion coefficient; based on wheel speed information, calculate the vehicle speed; based on the vehicle speed, the road adhesion coefficient, the temperature information of the motor feedback device and the electronic parking brake device EPB, generate a control instruction indicating the braking torque required to be output by the motor feedback brake device and the braking torque required to be output by the EPB.

[0107] The motor feedback brake device generates braking torque (also referred to as feedback torque) in response to the control instruction. The maximum braking torque of the motor feedback brake device can reach the upper limit of the motor feedback capability.

[0108] The EPB generates braking torque in response to the control instruction. The response delay of the EPB is less than 100 ms.

[0109] Figure 7 FIG. 1 is a flowchart of a driving brake control method according to an embodiment of the present application. Referring to FIG. 1, Figure 7 A driving brake control method is applied to a redundancy brake controller, which is deployed in a driving brake control system. The driving brake control system further includes a hydraulic brake device, a motor feedback brake device, and an electronic parking brake device EPB. The motor feedback brake device and the EPB are respectively in communication connection with the redundancy brake controller, and the method includes the following steps.

[0110] S701, in a case where it is determined that the brake control of the hydraulic brake device fails, determining a first braking torque required for vehicle braking; wherein the hydraulic brake device is responsive to a driving brake request to perform brake control on the vehicle.

[0111] S702, based on the first braking torque, distributing a second braking torque to the motor feedback brake device and a third braking torque to the EPB, so that the motor feedback brake device outputs the second braking torque and the EPB outputs the third braking torque.

[0112] In a possible implementation, based on the first braking torque, the second braking torque is distributed to the motor feedback brake device and the third braking torque is distributed to the EPB, including: based on the ambient temperature of the vehicle, determining the maximum allowable braking torque of the motor feedback brake device; based on the first braking torque, the maximum allowable braking torque, and the state of charge SOC of the power battery and the vehicle speed, the second braking torque is distributed to the motor feedback brake device and the third braking torque is distributed to the EPB.

[0113] The ambient temperature includes, but is not limited to, the ambient temperature of the motor regenerative braking device and the EPB. Different ambient temperatures of the motor regenerative braking device result in different braking performances of the motor regenerative braking device. Similarly, different ambient temperatures of the EPB result in different braking performances of the EPB.

[0114] The maximum allowable braking torque is the maximum braking torque value that can be safely and stably applied during regenerative braking. The maximum allowable braking torque is limited by the ambient temperature, the motor external characteristic, the battery charging characteristic, and the system control strategy.

[0115] For example, when the ambient temperature is higher than the first temperature threshold, the maximum allowable braking torque of the motor regenerative braking device needs to be reduced to be less than the allowable braking torque set for the first temperature threshold. When the ambient temperature is lower than the second temperature threshold, the maximum allowable braking torque of the motor regenerative braking device needs to be reduced to be less than the allowable braking torque set for the second temperature threshold.

[0116] The limitation of the motor external characteristic refers to the fact that the relationship between the speed and the torque of the motor during regenerative braking follows the characteristic of "constant torque at low speed and constant power at high speed". The maximum allowable braking torque cannot exceed the maximum torque that the motor can generate at a certain speed.

[0117] The limitation of the battery charging characteristic refers to the fact that the electric energy generated by the motor during regenerative braking needs to be stored in the battery. Therefore, due to the limitation of the maximum charging power of the battery and the capacity of the battery, if the maximum allowable braking torque is too large, the electric energy generated by the motor will exceed the maximum charging power of the battery, which may cause safety problems such as overheating, damage, or even explosion of the battery. Therefore, the maximum allowable braking torque needs to be reasonably set according to the charging characteristic of the battery.

[0118] The limitation of the system control strategy includes battery state monitoring and braking intensity demand, etc. For example, when the battery temperature is too high or the SOC is close to the upper limit, the device will reduce the regenerative braking torque to avoid overcharging or overheating of the battery.

[0119] The state of charge (SOC) of the power battery is used to describe the percentage of the current stored electric quantity to the total capacity. The SOC of the power battery affects the braking performance of the motor regenerative braking device.

[0120] For example, when the SOC is low (e.g., less than 80%), the redundant braking control device will preferentially control the motor regenerative braking device to convert kinetic energy into electric energy to charge the battery, thereby improving the utilization rate of energy. When the SOC is high (e.g., greater than 95%), the redundant braking control device will reduce the energy recovery intensity and instead rely on the hydraulic braking device or the electronic parking brake device (EPB) for braking to ensure braking safety.

[0121] In a possible implementation, the motor regenerative braking device and the EPB are allocated the second braking torque and the third braking torque based on the first braking torque, the maximum allowable braking torque, and the state of charge (SOC) of the power battery of the vehicle and the vehicle speed, and the method comprises: when the SOC is not greater than a preset SOC threshold and the vehicle speed is greater than a first preset vehicle speed threshold, determining a torque difference between the first braking torque and the maximum allowable braking torque; and allocating the second braking torque to the motor regenerative braking device and the third braking torque to the EPB, wherein the second braking torque is equal to the maximum allowable braking torque, and the third braking torque is equal to the torque difference.

[0122] In a possible implementation, the motor regenerative braking device and the EPB are allocated the second braking torque and the third braking torque based on the first braking torque, and the method comprises: when the SOC is greater than a preset SOC threshold or the vehicle speed is less than a second preset vehicle speed threshold, determining that the second braking torque is equal to 0 and the third braking torque is equal to the first braking torque; and allocating the second braking torque to the motor regenerative braking device and the third braking torque to the EPB.

[0123] The preset SOC threshold is an SOC threshold for distinguishing whether the SOC belongs to a high SOC or a normal SOC. In a high SOC scenario, the vehicle is braked by using only the EPB, so that the braking stability can be ensured and the braking force caused by the protective current limiting of a battery management system (BMS) can be avoided. In addition, in a high SOC state, the charging acceptance capability of the battery is reduced, and the electric energy generated by the motor regenerative braking device cannot be effectively stored, but the energy loss and heating caused by the increased internal resistance are likely to occur. At this time, the mechanical braking of the EPB is more direct and reliable, and does not need to depend on the battery state.

[0124] The second preset vehicle speed threshold is a driving threshold for distinguishing whether the vehicle is driving at a medium speed or a low speed. When the vehicle speed is less than the second preset vehicle speed threshold, the vehicle belongs to a low-speed driving state, the energy recovery efficiency is low, and the mechanical braking is more effective. Therefore, the motor regenerative braking device does not need to be considered for braking control.

[0125] Therefore, in the high SOC or low-speed case, the second braking torque is equal to 0, that is, the motor regenerative braking device is turned off. That is, when the SOC is greater than the preset SOC threshold or the vehicle speed is less than the second preset vehicle speed threshold, only the EPB is used for braking control of the vehicle. The turning off refers to that the system actively removes the residual electromagnetic torque in the motor during braking and exits the regenerative braking state, so that the motor returns to a standby state in which the motor can freely operate or accept a new control instruction.

[0126] For example, the preset SOC threshold is 95%, and the second preset vehicle speed threshold is 20 km / h. When the SOC of the vehicle is greater than 95% or the vehicle speed of the vehicle is less than 20 km / h, the motor feedback braking device is turned off, and the vehicle is only controlled by the EPB.

[0127] The first preset vehicle speed threshold is a driving threshold for distinguishing high-speed driving and medium-speed driving of the vehicle. When the vehicle speed is greater than the first preset vehicle speed threshold, the motor preferentially performs feedback braking, and the EPB performs dynamic compensation of the remaining braking torque within 150 ms.

[0128] The torque difference is a torque difference between the first braking torque and the second braking torque. When the first braking torque is constant, the second braking torque is different due to different vehicle speeds, ambient temperatures, and SOCs, so that the torque difference is different, that is, the distribution of the second braking torque and the third braking torque is different.

[0129] In a possible implementation, the second braking torque is distributed to the motor feedback braking device and the third braking torque is distributed to the EPB based on the first braking torque, the maximum allowed braking torque, and the state of charge (SOC) of the power battery and the vehicle speed of the vehicle, and the distribution includes: when the SOC is not greater than the SOC threshold and the vehicle speed is within a vehicle speed range formed by the first preset vehicle speed threshold and the second preset vehicle speed threshold, the maximum allowed braking torque, the braking performance of the EPB, and the road surface adhesion coefficient of the road where the vehicle is located are used to determine the braking torque distribution ratio of the motor feedback braking device and the EPB; the second braking torque is distributed to the motor feedback braking device and the third braking torque is distributed to the EPB based on the first braking torque and the braking torque distribution ratio; and the first preset vehicle speed threshold is greater than the second preset vehicle speed threshold.

[0130] The braking performance of the EPB refers to the ability of the EPB to achieve parking and dynamic braking through electronic control. The braking performance parameters of the EPB include, but are not limited to, parking braking force stability, dynamic braking efficiency, automatic release and retention function, emergency and safety performance, etc. For example, insufficient braking stability may cause side slip accidents.

[0131] The road surface adhesion coefficient of the road where the vehicle is located is a physical quantity for measuring the adhesion between the tire and the road surface, and is defined as the ratio of the maximum tangential force (adhesion force) that the road surface can provide to the vertical load (wheel normal pressure). It reflects the ability of the tire to maintain effective contact, transmit traction and braking force on different road surfaces. The larger the value, the stronger the tire grip and the better the vehicle anti-skid performance.

[0132] The influencing factors of the road adhesion coefficient include, but are not limited to, road conditions, tire characteristics, driving states, etc. For example, when driving in the rain, the road adhesion coefficient decreases, the braking force weakens, and the vehicle speed needs to be reduced and the following distance needs to be increased; when selecting a tire, the adhesion coefficient of a radial tire is better than that of a bias tire due to the structural advantages, and the radial tire is suitable for wet and slippery roads.

[0133] Therefore, based on the above influencing factors, the improvement of the road adhesion coefficient includes optimizing road design, improving tire technology, and adjusting driving behavior, etc.

[0134] The first preset speed threshold is greater than the second preset speed threshold, the first preset speed threshold is a driving threshold for distinguishing between high-speed driving and medium-speed driving of the vehicle, and the second preset speed threshold is a driving threshold for distinguishing between medium-speed driving and low-speed driving of the vehicle. For example, the first preset speed threshold is 60 km / h, and the second preset speed threshold is 20 km / h.

[0135] In a possible implementation, the driving brake control method further includes: in a case where the ambient temperature of the vehicle is greater than a first preset temperature threshold, controlling the EPB to brake in a time-sharing braking mode; wherein the time-sharing braking mode is a working mode in which braking and cooling are alternately performed; in a case where the ambient temperature of the vehicle is less than a second preset temperature threshold, controlling the EPB to brake in a pulse braking mode; wherein the pulse braking mode is a working mode in which braking is performed at a preset frequency; and the first preset temperature threshold is greater than the second preset temperature threshold.

[0136] The first preset temperature threshold is a temperature distinguishing threshold for distinguishing whether the ambient temperature belongs to high temperature or normal temperature, and the second preset temperature threshold is a temperature distinguishing threshold for distinguishing whether the ambient temperature belongs to normal temperature or low temperature, and the first preset temperature threshold is greater than the second preset temperature threshold.

[0137] The time-sharing braking mode refers to that the EPB brakes the vehicle alternately according to braking and cooling to avoid a safety risk caused by excessively high temperature of the EPB. For example, the time-sharing braking mode can be an alternating braking mode in which the EPB brakes for 5 seconds, cools for 2 seconds, brakes for 5 seconds again, and cools for 2 seconds.

[0138] The pulse braking mode refers to that, in an emergency, the EPB caliper converts input torque into piston clamping force through screw transmission or ball screw transmission to clamp and release the brake disc at a certain frequency to realize pulse braking. For example, the EPB performs pulse braking at a frequency of 10 Hz and a duty cycle of 40% to 80%, and the pulse braking is to prevent release delay caused by icing of the caliper.

[0139] In a possible implementation, the service brake control method further includes: in a case where the ambient temperature of the vehicle is less than a second preset temperature threshold, controlling the motor regenerative braking device to output a second braking torque and controlling the motor regenerative braking device to output an oscillation torque of a preset oscillation amplitude; and the oscillation torque is used to heat the motor in the motor regenerative braking device.

[0140] The oscillation torque refers to a periodic torque fluctuation of the motor in the motor regenerative braking device caused by energy conversion and dynamic adjustment when the motor regenerative braking device is in regenerative braking or load change, and needs to be suppressed by a control algorithm or a damping device. The preset oscillation amplitude is a small oscillation, for example, the preset oscillation amplitude can be 50 N.m.

[0141] In another embodiment, Figure 8 is a flow of another service brake control method according to an embodiment of the application; as shown in Figure 8 , the service brake control method specifically performs the following steps:

[0142] S801, receiving a deceleration request from an intelligent driving system.

[0143] S802, determining a fault state of a hydraulic braking device by a dual-channel arbitration mechanism.

[0144] S803, whether the hydraulic braking device is faulty.

[0145] S803, if no hydraulic braking device fault is diagnosed, jump to step S802; if the hydraulic braking device fault is diagnosed, perform step S804.

[0146] S804, triggering a redundant brake controller.

[0147] Exemplarily, when the redundant brake controller is triggered, the braking torque distribution of the motor regenerative braking device and the EPB can be performed based on the vehicle speed, the ambient temperature, and the battery SOC.

[0148] Exemplarily, when the redundant brake controller is triggered, the braking torque distribution of the motor regenerative braking device and the EPB can be performed based on the vehicle speed, the ambient temperature, and the battery SOC, respectively, as shown in Figure 9 , which is a schematic diagram of service brake control performed by a redundant brake controller according to an exemplary embodiment. Figure 9

[0149] S901, determining the current vehicle speed and performing a speed-based hierarchical control.

[0150] S902, determining the ambient temperature of the motor regenerative braking device and the electronic parking brake device and performing a temperature-based hierarchical control.

[0151] ​S903, judge the battery SOC, and perform the hierarchical control based on the battery SOC.

[0152] Exemplarily, Figure 10 is a flowchart of the hierarchical control based on the vehicle speed according to an exemplary embodiment; refer to Figure 10 When the redundant brake controller is triggered, the distribution of the braking torque of the motor feedback brake device and the EPB is based on different vehicle speeds.

[0153] S1001, calculate the vehicle speed, and perform the high-low judgment of the vehicle speed.

[0154] S1002, judge whether the vehicle speed is greater than a first preset vehicle speed threshold.

[0155] S1003, if the vehicle speed is less than or equal to the first preset vehicle speed threshold, judge whether the vehicle speed is less than a second preset vehicle speed threshold.

[0156] S1004, if the vehicle speed is greater than the first preset vehicle speed threshold, determine that it is a high-speed zone, control the motor feedback brake device to execute 70% to 90% of the required braking torque, and control the EPB to dynamically compensate within 150 ms.

[0157] S1005, if the second preset vehicle speed threshold is less than or equal to the vehicle speed and the vehicle speed is less than or equal to the first preset vehicle speed threshold, determine that it is a medium-speed zone, execute the required braking torque output according to the motor feedback brake (40% to 70%) + the EPB dynamic parking (30% to 60%), and simultaneously perform the dynamic optimization distribution according to the road adhesion coefficient.

[0158] S1006, if the vehicle speed is less than the second preset vehicle speed threshold, determine that it is a low-speed zone, control the EPB to execute 100% of the required braking torque, and the motor feedback brake device is cleared and exits.

[0159] Exemplarily, the first preset vehicle speed threshold can be set to 60 km / h, and the second preset vehicle speed threshold can be set to 20 km / h.

[0160] Exemplarily, Figure 11 is a flowchart of the hierarchical control based on the temperature according to an exemplary embodiment; refer to Figure 11 When the redundant brake controller is triggered, the distribution of the braking torque of the motor feedback brake device and the EPB is based on different ambient temperatures.

[0161] S1101, judge the ambient temperature.

[0162] S1102, judge whether the temperature is greater than a first preset temperature threshold.

[0163] S1103, if the temperature is less than or equal to the first preset temperature threshold, judge whether the temperature is less than a second preset temperature threshold.

[0164] S1104, if the temperature > the first preset temperature threshold, it is determined as a high temperature zone, on the basis of the vehicle speed staged control, the motor feedback is reduced based on the battery and the motor high temperature limit, and the EPB is time-sharing coordinated (work / cooling period = 5s / 2s).

[0165] S1105, if the temperature is not greater than the first preset temperature threshold and the temperature is not less than the second preset temperature threshold, it is completely executed according to the vehicle speed staged control.

[0166] S1106, if the temperature < the second preset temperature threshold, it is determined as a low temperature zone, on the basis of the vehicle speed staged control: the EPB is pulsed braking (frequency 10Hz); the motor output is small amplitude oscillation torque (50N.m), and preheating is performed by using winding heating, while the reduction is performed based on the battery low temperature limit.

[0167] Exemplarily, the first preset temperature threshold can be set to 75℃, and the second preset temperature threshold can be set to -20℃.

[0168] Exemplarily, Figure 12 is a flow chart of a staged control based on a battery SOC according to an exemplary embodiment; refer to Figure 12 When the redundant brake controller is triggered, the distribution of braking torque of the motor feedback brake device and the EPB is performed based on different battery SOC.

[0169] S1201, judging the high and low of the battery SOC.

[0170] S1202, judging whether the SOC is greater than a preset SOC threshold.

[0171] S1203, if the SOC > the preset SOC threshold, it is determined as a high SOC zone, the EPB is controlled to execute 100% of the required braking torque, and the motor feedback brake device is cleared.

[0172] S1204, if the SOC is not greater than the preset SOC threshold, it is completely executed according to the vehicle speed staged control and the temperature staged control.

[0173] Exemplarily, the preset SOC threshold can be set to 95%.

[0174] As to the method in the above embodiment, the specific way in which each step performs an operation has been described in detail in the embodiment of the service brake control system, and will not be described in detail here.

[0175] Figure 13 is a block diagram of an electronic device according to an exemplary embodiment. As shown in Figure 13 The electronic device includes but is not limited to a processor 1301 and a memory 1302.

[0176] The memory 1302 is configured to store executable instructions of the processor 1301. It can be understood that the processor 1301 is configured to execute the instructions to implement the power battery thermal runaway monitoring and early warning method in the above embodiments.

[0177] It should be noted that those skilled in the art can understand that the electronic device structure shown in the above embodiments does not constitute a limitation on the electronic device, and the electronic device can include more or fewer components than those shown in the above embodiments, or combine some components, or different component arrangements. Figure 13 It should be noted that those skilled in the art can understand that the electronic device structure shown in the above embodiments does not constitute a limitation on the electronic device, and the electronic device can include more or fewer components than those shown in the above embodiments, or combine some components, or different component arrangements. Figure 13 It should be noted that those skilled in the art can understand that the electronic device structure shown in the above embodiments does not constitute a limitation on the electronic device, and the electronic device can include more or fewer components than those shown in the above embodiments, or combine some components, or different component arrangements.

[0178] The processor 1301 is the control center of the electronic device, connects all parts of the electronic device through various interfaces and lines, executes software programs and / or modules stored in the memory 1302 and calls data stored in the memory 1302, processes various functions and data of the electronic device, and thus monitors the whole electronic device. The processor 1301 can include one or more processing units. The processor 1301 can integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface and application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the modem processor can also not be integrated into the processor 1301.

[0179] The memory 1302 can be used to store software programs and various data. The memory 1302 can mainly include a program storage area and a data storage area, wherein the program storage area can store the operating system, application programs (such as determination components, integrated components, etc.) required by at least one function module, etc. In addition, the memory 1302 can include a high-speed random access memory, and can also include a non-volatile memory, for example, at least one magnetic disk storage device, a flash memory device, or other volatile solid-state memory device.

[0180] In the exemplary embodiments, a computer readable storage medium including instructions is also provided, for example, the memory 1302 including instructions, which can be executed by the processor 1301 of the electronic device to implement the method in the above embodiments.

[0181] In actual implementation, Figure 2 The functions of the hydraulic brake device 201, the redundant brake controller 202, the motor feedback brake device 203 and the electronic parking brake device EPB 204 in the vehicle 100 can be realized by the processor 1301 calling the computer program stored in the memory 1302. Figure 13 The specific execution process can refer to the description of the method part in the above embodiments, which will not be described here.

[0182] The computer readable storage medium can be a non-transitory computer readable storage medium, for example, the non-transitory computer readable storage medium can be a Read-Only Memory (ROM), a Random Access Memory (RAM), a Compact Disc Read-Only Memory (CD-ROM), a magnetic tape, a floppy disk, and an optical data storage device, etc. In the exemplary embodiments, the embodiments of the present application also provide a computer program product including one or more instructions executable by the processor 1301 of the electronic device to complete the method in the above embodiments.

[0183] It should be noted that the instructions in the above computer readable storage medium or the one or more instructions in the computer program product are executed by the processor of the electronic device to realize each process of the above method embodiments, and the same technical effects as the above method can be achieved. To avoid repetition, it will not be repeated here.

[0184] Through the description of the above embodiments, those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above division of each functional module is taken as an example for illustration, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0185] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of the modules or units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another device, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the shown or discussed units can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0186] The units described as separate components can or can not be physically separated, and the components shown as units can be one physical unit or multiple physical units, that is, can be located in one place, or can be distributed to multiple different places. Part or all of the units can be selected according to actual needs to achieve the purpose of the present embodiment scheme.

[0187] In addition, each of the functional units in the embodiments of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be implemented in the form of hardware, or in the form of a software functional unit.

[0188] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on such an understanding, the technical solutions of the embodiments of the present application essentially, or the part that contributes to the prior art, or the whole classification part or part of the technical solutions can be embodied in the form of a software product. The software product is stored in a storage medium, including a number of instructions to make a device (which can be a single-chip microcomputer, a chip, etc.) or a processor execute all or part of the steps of the embodiments of the method of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a ROM, a RAM, a magnetic disk, or an optical disk, and various other media that can store program codes.

[0189] The embodiments of the present application provide a computer program product containing instructions, which, when executed on a computer, cause the computer to perform the method in the method embodiments described above.

[0190] The embodiments of the present application also provide a computer-readable storage medium, which stores instructions, and when the instructions are executed on a computer, the computer performs the method in the method flow shown in the method embodiments described above.

[0191] The computer readable storage medium, for example, can be, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium include an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a register, a hard disk, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing, or any other medium from which a computer can read instructions. An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. Of course, the storage medium can be a part of the processor. The processor and the storage medium can be located in an Application Specific Integrated Circuit (ASIC). In some embodiments, the computer readable storage medium can be any tangible medium that can contain or store program code for use by or in connection with an instruction execution system, apparatus, or device.

[0192] The line braking control system, the computer readable storage medium, and the computer program product in the embodiments of the present application can be applied to the above method, and the technical effects that can be achieved thereby can be referred to the above method embodiments, which will not be described herein again.

[0193] The above merely describes the specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any change or replacement within the technical scope disclosed in the present application should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A service brake control system, characterized in that: The system comprises: a hydraulic brake device (201), a redundant brake controller (202), a motor feedback brake device (203) and an electronic parking brake device EPB (204); the motor feedback brake device (203) and the EPB (204) are respectively connected to the redundant brake controller (202) for communication; The hydraulic brake device (201) is used to control the braking of the vehicle in response to a service brake request; The redundant brake controller (202) is used to determine a first braking torque required for braking the vehicle when it is determined that the brake control of the hydraulic brake device has failed; The redundant brake controller (202) is further configured to distribute a second braking torque to the motor regenerative braking device and a third braking torque to the EPB based on the first braking torque; The motor feedback braking device (203) is used to output the second braking torque; The EPB (204) is used to output the third braking torque.

2. The service brake control system according to claim 1, characterized in that: The redundant brake controller is specifically configured to determine that the brake control of the hydraulic brake device has failed after receiving the brake control failure information sent by the hydraulic brake device.

3. The service brake control system according to claim 1, characterized in that: The service brake control system further includes a collection device; The collecting device is used to collect the hydraulic pressure of the brake master cylinder and / or the brake wheel cylinder in the hydraulic brake device and send the hydraulic pressure to the redundant brake controller; The redundant brake controller is specifically configured to identify whether the hydraulic brake device is faulty based on the hydraulic pressure; and determine that the brake control of the hydraulic brake device has failed when the service brake request is received and the hydraulic brake device is identified to be faulty.

4. The service brake control system according to claim 1, characterized in that: The hydraulic brake device is deployed on the main brake circuit, and the redundant brake controller, the motor feedback brake device and the EPB are deployed on the redundant brake circuit; The main braking circuit and the redundant braking circuit have different CAN communication main lines and power supply batteries.

5. A service brake control method, characterized in that: Applied to a redundant brake controller, which is deployed in a service brake control system. The service brake control system also includes a hydraulic brake device, a motor feedback brake device, and an electronic parking brake device EPB; The motor regenerative braking device and the EPB are respectively connected to the redundant brake controller in communication; the method includes: determining a first braking torque required for braking the vehicle when it is determined that the braking control of the hydraulic brake device has failed; wherein the hydraulic brake device performs braking control on the vehicle in response to a service brake request; Based on the first braking torque, a second braking torque is distributed to the electromotor regenerative braking device and a third braking torque is distributed to the EPB, so that the electromotor regenerative braking device outputs the second braking torque and the EPB outputs the third braking torque.

6. The service brake control method according to claim 5, characterized in that: The allocating a second braking torque to the motor regenerative braking device and a third braking torque to the EPB based on the first braking torque includes: determining a maximum allowable braking torque of the motor regenerative braking device based on an ambient temperature of the vehicle; Based on the first braking torque, the maximum allowable braking torque, the state of charge (SOC) of the power battery of the vehicle, and the vehicle speed, a second braking torque is allocated to the motor regenerative braking device and a third braking torque is allocated to the EPB.

7. The service brake control method according to claim 6, characterized in that: The allocating a second braking torque to the motor regenerative braking device and a third braking torque to the EPB based on the first braking torque, the maximum allowable braking torque, the state of charge (SOC) of the power battery of the vehicle, and the vehicle speed includes: When the SOC is not greater than a preset SOC threshold and the vehicle speed is greater than a first preset vehicle speed threshold, determining a torque difference between the first braking torque and the maximum allowable braking torque; A second braking torque is allocated to the motor regenerative braking device and a third braking torque is allocated to the EPB; wherein the second braking torque is equal to the maximum allowable braking torque, and the third braking torque is equal to the torque difference.

8. The service brake control method according to claim 6, characterized in that: The allocating a second braking torque to the motor regenerative braking device and a third braking torque to the EPB based on the first braking torque, the maximum allowable braking torque, the state of charge (SOC) of the power battery of the vehicle, and the vehicle speed includes: When the SOC is not greater than a preset SOC threshold and the vehicle speed is within a speed range formed by a first preset speed threshold and a second preset speed threshold, a braking torque distribution ratio between the motor regenerative braking device and the EPB is determined based on the maximum allowable braking torque, the braking performance of the EPB, and the road adhesion coefficient of the road on which the vehicle is located; Based on the first braking torque and the braking torque distribution ratio, allocating a second braking torque to the motor regenerative braking device and allocating a third braking torque to the EPB; Wherein, the first preset vehicle speed threshold is greater than the second preset vehicle speed threshold.

9. The service brake control method according to claim 5, characterized in that: The allocating a second braking torque to the motor regenerative braking device and a third braking torque to the EPB based on the first braking torque includes: When the SOC is greater than a preset SOC threshold or the vehicle speed is less than a second preset speed threshold, determining that the second braking torque is equal to 0 and the third braking torque is equal to the first braking torque; A second braking torque is distributed to the electromechanical regenerative braking device, and a third braking torque is distributed to the EPB.

10. The service brake control method according to any one of claims 5 to 9, characterized in that: The service brake control method further includes: controlling the EPB to brake in a time-sharing braking mode when the ambient temperature of the vehicle is greater than a first preset temperature threshold; wherein the time-sharing braking mode is a working mode in which braking and cooling are performed alternately; When the ambient temperature of the vehicle is lower than a second preset temperature threshold, controlling the EPB to brake in a pulse braking mode; wherein the pulse braking mode is a working mode in which braking is performed at a preset frequency; The first preset temperature threshold is greater than the second preset temperature threshold.

11. The service brake control method according to any one of claims 5 to 9, characterized in that: The service brake control method further includes: When the ambient temperature of the vehicle is lower than a second preset temperature threshold, controlling the motor feedback braking device to output the second braking torque while controlling the motor feedback braking device to output an oscillation torque with a preset oscillation amplitude; The oscillating torque is used to heat the motor in the motor feedback braking device.

12. A vehicle, characterized in that: The vehicle includes a service brake control system according to any one of claims 1 to 4; the service brake control system adopts a service brake control method according to any one of claims 5 to 11 to perform vehicle brake control.

13. An electronic device, characterized in that: The electronic device includes: a processor and a memory, wherein at least one computer program is stored in the memory, and the at least one computer program is loaded and executed by the processor to implement the service brake control method according to any one of claims 5 to 11.

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