Redundant braking method and electric two-wheeled vehicle

Abstract

The invention discloses a redundant braking method and an electric two-wheeled vehicle, which are applied to the technical field of vehicle control and are used for solving the problem of poor braking reliability of the electric two-wheeled vehicle in the prior art. The method specifically comprises the steps that when a brake signal is received, main operation parameters of a main brake channel and redundant operation parameters of a redundant brake channel corresponding to the brake signal are obtained; when the main real-time wheel cylinder pressure and the redundant real-time wheel cylinder pressure meet the data deviation condition, main theoretical wheel cylinder pressure and redundant theoretical wheel cylinder pressure are obtained through a preset theoretical pressure generation model; determining a channel fault detection result based on the main real-time wheel cylinder pressure, the redundant real-time wheel cylinder pressure, the main theoretical wheel cylinder pressure and the redundant theoretical wheel cylinder pressure; the target braking channel is determined based on the channel fault detection result, the braking of the electric two-wheeled vehicle is controlled through the target braking channel, the health state of the braking channel can be accurately judged in real time, and the fault-tolerant capability and operation reliability of braking of the electric two-wheeled vehicle are remarkably enhanced.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a redundant braking method and an electric two-wheeler. Background Technology

[0002] With the increasing popularity of electric two-wheeled vehicles such as electric bicycles and electric motorcycles, they are playing an increasingly important role in urban transportation.

[0003] Currently, most electric two-wheelers use traditional hydraulic braking systems as their primary braking method, transmitting braking force mechanically or hydraulically to decelerate the wheels. Simultaneously, these vehicles are generally equipped with electronic brake switches to trigger the controller's power-off function during braking, effectively cutting off the brake power. The basic principle of this mechanism is that when the user squeezes the brake lever, the electronic brake switch closes or opens the signal line, sending a braking signal to the motor controller, thus abruptly cutting off the motor's power output and causing the vehicle to lose driving force, relying on this method to shorten the braking distance. Although the above braking method achieves a certain degree of combination of power cutting off and mechanical braking, problems still exist in practical applications, such as response lag, unreasonable braking force distribution, and poor coordination between motor braking and mechanical braking. Especially at high speeds, relying solely on hydraulic braking systems and simple brake power-off logic is insufficient to effectively guarantee braking stability and reliability, easily leading to excessively long braking distances or loss of control during braking, affecting riding safety.

[0004] Therefore, the braking system of existing electric two-wheelers has poor reliability and cannot meet the safety requirements at high speeds. Summary of the Invention

[0005] This application provides a redundant braking method and an electric two-wheeler to solve the problem of poor braking reliability in existing electric two-wheelers.

[0006] The technical solutions provided in this application are as follows: On the one hand, embodiments of this application provide a redundant braking method applied to an electric two-wheeled vehicle, including: When a braking signal is received, the main operating parameters of the main braking channel and the redundant operating parameters of the redundant braking channel corresponding to the braking signal are obtained. The main operating parameters include the main real-time wheel cylinder pressure and the main valve control current, and the redundant operating parameters include the redundant real-time wheel cylinder pressure and the redundant valve control current. When the main real-time wheel cylinder pressure and the redundant real-time wheel cylinder pressure meet the data deviation conditions, the main theoretical wheel cylinder pressure corresponding to the main operating parameters and the redundant theoretical wheel cylinder pressure corresponding to the redundant operating parameters are obtained through the preset theoretical pressure generation model. The channel fault detection results are determined based on the main real-time wheel cylinder pressure, the redundant real-time wheel cylinder pressure, the main theoretical wheel cylinder pressure, and the redundant theoretical wheel cylinder pressure. The target braking channel is determined based on the channel fault detection results, and the braking of the electric two-wheeler is controlled through the target braking channel.

[0007] Optionally, the main theoretical wheel cylinder pressure corresponding to the main operating parameters and the redundant theoretical wheel cylinder pressure corresponding to the redundant operating parameters are obtained through a preset theoretical pressure generation model, including: Obtain the current master cylinder pressure and current brake fluid temperature of the electric two-wheeler; Based on the preset correspondence between brake fluid temperature and temperature compensation parameters, the temperature compensation parameter corresponding to the current brake fluid temperature is used as the current temperature compensation parameter; wherein, the current temperature compensation parameter includes the current temperature proportional coefficient and the current temperature drift correction factor. Adjust the main valve control current and the redundant valve control current according to the current temperature proportional coefficient to obtain the adjusted main valve control current and the adjusted redundant valve control current. The adjusted main valve control current, the current main cylinder pressure, and the current temperature drift correction factor are summed to obtain the theoretical main wheel cylinder pressure. The theoretical redundant wheel cylinder pressure is obtained by summing the adjusted redundant valve control current, the current master cylinder pressure, and the current temperature drift correction factor.

[0008] Optionally, the channel fault detection results are determined based on the main real-time wheel cylinder pressure, the redundant real-time wheel cylinder pressure, the main theoretical wheel cylinder pressure, and the redundant theoretical wheel cylinder pressure, including: Get the current residual threshold; The pressure residual of the main braking channel is determined based on the main real-time wheel cylinder pressure and the main theoretical wheel cylinder pressure; the pressure residual of the redundant braking channel is determined based on the redundant real-time wheel cylinder pressure and the redundant theoretical wheel cylinder pressure. The channel fault detection result is determined based on the pressure residual of the main braking channel, the pressure residual of the redundant braking channel, and the current residual threshold.

[0009] Optionally, obtain the current residual threshold, including: Obtain the baseline threshold, threshold adjustment factor, and wheel cylinder pressure of the target braking channel within a preset time. The pressure change is determined based on the wheel cylinder pressure of the target braking channel within a preset time. The threshold compensation value is obtained by adjusting the pressure change based on the threshold adjustment factor. The current residual threshold is obtained by adding the threshold compensation value to the baseline threshold.

[0010] Optionally, the channel fault detection result is determined based on the main braking channel pressure residual, the redundant braking channel pressure residual, and the current residual threshold, including: When both the pressure residual of the main braking channel and the pressure residual of the redundant braking channel are less than the current residual threshold, the channel fault detection result is determined to be that there is a data deviation between the main braking channel and the redundant braking channel. When the pressure residual of the main braking channel is less than the current residual threshold and the pressure residual of the redundant braking channel is not less than the current residual threshold, the channel fault detection result is determined to be that the main braking channel is the normal braking channel and the redundant braking channel is the faulty braking channel. When the pressure residual of the main braking channel is not less than the current residual threshold, and the pressure residual of the redundant braking channel is less than the current residual threshold, the channel fault detection result is determined to be that the main braking channel is a faulty braking channel and the redundant braking channel is a normal braking channel.

[0011] Optionally, when determining the channel fault detection result based on the main braking channel pressure residual, the redundant braking channel pressure residual, and the current residual threshold, the method further includes: When the pressure residual of the main braking channel and the pressure residual of the redundant braking channel are both not less than the current residual threshold, the channel fault detection result is determined to be that both the main braking channel and the redundant braking channel are faulty braking channels. The electric two-wheeler is controlled based on a preset safe speed.

[0012] Optionally, a target braking channel is determined based on the channel fault detection results, and the braking of the electric two-wheeler is controlled through the target braking channel, including: If the fault determination result indicates that the main braking channel or redundant braking channel is a normal braking channel, then the normal braking channel is used as the target braking channel, the tire pressure of the target braking channel is obtained, and the tire pressure of the target braking channel is used as the current comprehensive tire pressure; based on the correspondence between the current comprehensive tire pressure and the preset comprehensive tire pressure range and vehicle speed, the braking of the electric two-wheeled vehicle is controlled through the target braking channel. If the fault determination result indicates that there is a data deviation between the main braking channel and the redundant braking channel, the main braking channel is used as the target braking channel. The tire pressure of the main braking channel and the redundant braking channel is obtained. The current comprehensive tire pressure is determined based on the tire pressure of the main braking channel and the redundant braking channel, the pressure residual of the main braking channel and the pressure residual of the redundant braking channel. Based on the correspondence between the current comprehensive tire pressure and the preset comprehensive tire pressure range and the vehicle speed, the braking of the electric two-wheeled vehicle is controlled through the target braking channel.

[0013] Optionally, the current combined tire pressure is determined based on the tire pressure of the main braking channel and the redundant braking channel, the pressure residual of the main braking channel, and the pressure residual of the redundant braking channel, including: The main braking channel pressure residual and the redundant braking channel pressure residual are used to determine the main weight and the redundancy weight. The tire pressure of the main braking channel and the tire pressure of the redundant braking channel are weighted and calculated based on the sovereign weight and redundancy weight to obtain the current comprehensive tire pressure.

[0014] Optionally, redundant braking methods also include: When the main real-time wheel cylinder pressure and the redundant real-time wheel cylinder pressure do not meet the data deviation conditions, the braking of the electric two-wheeled vehicle is controlled through the main braking channel.

[0015] On the other hand, embodiments of this application provide an electric two-wheeled vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the redundant braking method provided in embodiments of this application.

[0016] The beneficial effects of the embodiments of this application are as follows: In this embodiment, the operating parameters of the main braking channel and redundant braking channel are acquired in real time when a braking signal is received. Theoretical pressure model is used for cross-validation and intelligent fault diagnosis. The health status of the braking channel can be judged in real time and accurately. Abnormal braking channels are detected, and normal braking channels are used as target braking channels and braking is performed. This significantly enhances the fault tolerance and operational reliability of electric two-wheeled vehicle braking, fundamentally improves the safety and continuity of the braking process, and effectively avoids the risk of brake failure caused by single-point faults.

[0017] Other features and advantages of this application will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic flowchart illustrating the redundant braking method in the embodiments of this application; Figure 2 This is a schematic diagram illustrating the specific process of determining the theoretical wheel cylinder pressure in the embodiments of this application; Figure 3 This is a schematic diagram illustrating the specific process of determining the channel fault detection result in the embodiments of this application; Figure 4 This is a schematic diagram illustrating the specific process of the current residual threshold determination method in this application embodiment; Figure 5 This is a schematic diagram of part of the hardware structure of the electric two-wheeled vehicle in the embodiments of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and beneficial effects of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] This application provides a redundant braking method applied to an electric two-wheeled vehicle. (See attached document.) Figure 1 As shown in the embodiments of this application, the general flow of the redundant braking method applied to electric two-wheeled vehicles is as follows: Step 101: When a braking signal is received, obtain the main operating parameters of the main braking channel and the redundant operating parameters of the redundant braking channel corresponding to the braking signal; wherein, the main operating parameters include the main real-time wheel cylinder pressure and the main valve control current, and the redundant operating parameters include the redundant real-time wheel cylinder pressure and the redundant valve control current.

[0021] In practical applications, when a braking signal is received, such as when the driver operates the brake lever or pedal, the Brake Control Unit (BCU) is activated. At this time, the controller simultaneously acquires the operating parameters of the main braking channel and the redundant braking channel. Specifically, the braking signal is triggered by the simultaneous operation of either the left or right brake lever, with the left brake lever primarily associated with the braking channel controlling the front wheel brakes, and the right brake lever primarily associated with the braking channel controlling the rear wheel brakes.

[0022] When the braking signal originates solely from the left brake lever, the braking channel controlling the front wheel brakes is designated as the primary braking channel, and the braking channel controlling the rear wheel brakes is designated as the redundant braking channel. Similarly, when the braking signal originates solely from the right brake lever, the braking channel controlling the rear wheel brakes is designated as the primary braking channel, and the braking channel controlling the front wheel brakes is designated as the redundant braking channel. When the braking signal originates simultaneously from both brake levers, one braking channel is designated as the primary braking channel, and the other as the redundant braking channel, based on a preset priority. The main operating parameters include the main real-time wheel cylinder pressure and the main valve control current. The main real-time wheel cylinder pressure is the pressure value measured in real-time by a pressure sensor installed on the wheel cylinder pipeline of the main braking channel, directly reflecting the braking pressure currently applied to the wheel brakes. The main valve control current is the coil current of the pressure regulating valve on the wheel cylinder pipeline of the main braking channel, collected by the controller through a Hall current sensor. Correspondingly, the redundant operating parameters include the redundant real-time wheel cylinder pressure and the redundant valve control current. The redundant real-time wheel cylinder pressure is the pressure value measured in real-time by a pressure sensor installed on the wheel cylinder pipeline of the redundant braking channel, directly reflecting the braking pressure currently applied to the wheel brakes. The redundant valve control current is the coil current of the pressure regulating valve on the wheel cylinder pipeline of the redundant braking channel, which is collected by the controller through the Hall current sensor.

[0023] Step 102: When the main real-time wheel cylinder pressure and the redundant real-time wheel cylinder pressure meet the data deviation conditions, obtain the main theoretical wheel cylinder pressure corresponding to the main operating parameters and the redundant theoretical wheel cylinder pressure corresponding to the redundant operating parameters through the preset theoretical pressure generation model.

[0024] In practical applications, the data deviation condition is used to verify the consistency of real-time wheel cylinder pressure data from the main braking channel and the redundant braking channel. Preferably, the data deviation condition is that the absolute value of the difference between the two pressure values ​​exceeds a preset tolerance threshold. When the main real-time wheel cylinder pressure and the redundant real-time wheel cylinder pressure meet the data deviation condition, it indicates that the data from these two pressure sensors are unreliable. In this case, a theoretical pressure generation model needs to be used for auxiliary decision-making. This model calculates the theoretical wheel cylinder pressure values ​​that should be generated under ideal conditions under the current input, namely the main theoretical wheel cylinder pressure and the redundant theoretical wheel cylinder pressure, thus providing a reliable expected benchmark value for subsequent fault diagnosis.

[0025] Step 103: Determine the channel fault detection results based on the main real-time wheel cylinder pressure, the redundant real-time wheel cylinder pressure, the main theoretical wheel cylinder pressure, and the redundant theoretical wheel cylinder pressure.

[0026] In practical applications, the pressure residuals of the main braking channel and the redundant braking channel can be determined based on the main real-time wheel cylinder pressure, the redundant real-time wheel cylinder pressure, the main theoretical wheel cylinder pressure, and the redundant theoretical wheel cylinder pressure. These two residuals are then compared with a dynamic or static current residual threshold. Based on the comparison results, specific channel fault detection results are generated. These channel fault detection results characterize the operating status of the main braking channel and the redundant braking channel. The channel fault detection results include, but are not limited to, the following logical states: both channels are normal but there is data deviation; one channel is normal; both channels are faulty.

[0027] Step 104: Determine the target braking channel based on the channel fault detection results, and control the braking of the electric two-wheeler through the target braking channel.

[0028] In practical applications, based on the channel fault detection results, a normal channel can be identified as the target braking channel. By determining the corresponding actuator in the target braking channel, the braking process can be completed, thereby ensuring that the electric two-wheeler can maintain the highest possible braking efficiency and driving safety under various fault scenarios.

[0029] In this way, the operating parameters of the main braking channel and the redundant braking channel are acquired in real time when a braking signal is received. Theoretical pressure models are used for cross-validation and intelligent fault diagnosis to accurately identify abnormal braking channels. When an abnormal braking channel is detected, the system can automatically and seamlessly switch to the normal braking channel to perform braking. This significantly enhances the fault tolerance and operational reliability of electric two-wheeled vehicles' braking, fundamentally improves the safety and continuity of the braking process, and effectively avoids the risk of brake failure caused by a single point of failure.

[0030] In one possible implementation, see [reference] Figure 2 As shown, the main theoretical wheel cylinder pressure corresponding to the main operating parameters and the redundant theoretical wheel cylinder pressure corresponding to the redundant operating parameters are obtained through a preset theoretical pressure generation model, including: Step 201: Obtain the current master cylinder pressure and current brake fluid temperature of the electric two-wheeler.

[0031] In practical applications, the current master cylinder pressure can be measured by the master cylinder pressure sensor, while the current brake fluid temperature is obtained by the temperature sensor.

[0032] Step 202: Based on the preset correspondence between brake fluid temperature and temperature compensation parameters, the temperature compensation parameter corresponding to the current brake fluid temperature is used as the current temperature compensation parameter; wherein, the current temperature compensation parameter includes the current temperature proportionality coefficient and the current temperature drift correction factor.

[0033] In practical applications, the preset correspondence between brake fluid temperature and temperature compensation parameters is established through prior bench tests and calibration experiments, and stored in a one-dimensional lookup table or functional relationship in memory. Using the collected current brake fluid temperature as input, the mapping relationship between brake fluid temperature and temperature compensation parameters is queried to obtain the current temperature proportionality coefficient and the current temperature drift correction factor. The current temperature proportionality coefficient is mainly used to dynamically compensate for the influence of temperature on the current-pressure gain characteristics of the pressure regulating valve, while the current temperature drift correction factor is used to compensate for pressure reference drift caused by thermal expansion and contraction. By introducing temperature compensation, the calculation accuracy of the theoretical model across the entire operating temperature range is significantly improved, providing a reliable benchmark for subsequent fault diagnosis.

[0034] Step 203: Adjust the main valve control current and the redundant valve control current according to the current temperature proportional coefficient to obtain the adjusted main valve control current and the adjusted redundant valve control current.

[0035] In practical applications, the collected main valve control current is multiplied by the current temperature proportionality coefficient to obtain the adjusted main valve control current. Similarly, the collected redundant valve control current is multiplied by the current temperature proportionality coefficient to obtain the adjusted redundant valve control current.

[0036] Step 204: Sum the adjusted main valve control current, the current master cylinder pressure, and the current temperature drift correction factor to obtain the theoretical master cylinder pressure. Sum the adjusted redundant valve control current, the current master cylinder pressure, and the current temperature drift correction factor to obtain the redundant theoretical master cylinder pressure.

[0037] In one possible implementation, see [reference] Figure 3 As shown, the channel fault detection results are determined based on the main real-time wheel cylinder pressure, the redundant real-time wheel cylinder pressure, the main theoretical wheel cylinder pressure, and the redundant theoretical wheel cylinder pressure, including: Step 301: Obtain the current residual threshold.

[0038] Step 302: Determine the main braking channel pressure residual based on the main real-time wheel cylinder pressure and the main theoretical wheel cylinder pressure, and determine the redundant braking channel pressure residual based on the redundant real-time wheel cylinder pressure and the redundant theoretical wheel cylinder pressure.

[0039] Step 303: Determine the channel fault detection result based on the main braking channel pressure residual, the redundant braking channel pressure residual, and the current residual threshold.

[0040] In practical applications, the current residual threshold is a logical judgment threshold used for fault diagnosis to distinguish whether the pressure residual of the braking channel is caused by normal system noise, slowly changing environmental interference, or channel faults. The current residual threshold can be a preset fixed parameter or a dynamic parameter that adapts to different operating conditions. The pressure residual of the main channel is the absolute value of the difference between the main real-time wheel cylinder pressure and the main theoretical wheel cylinder pressure. The pressure residual of the redundant channel is the absolute value of the difference between the redundant real-time wheel cylinder pressure and the redundant theoretical wheel cylinder pressure. This residual calculation effectively quantifies the degree of deviation between the actual effect of each braking channel and the theoretical model. A pressure residual greater than the current residual threshold indicates that the actual pressure output of the braking channel deviates significantly from the expected value, corresponding to potential faults such as sensor failure, actuator jamming, or hydraulic leakage in that channel.

[0041] In one possible implementation, see [reference] Figure 4 As shown, obtaining the current residual threshold includes: Step 401: Obtain the baseline threshold, threshold adjustment factor, and wheel cylinder pressure of the target braking channel within a preset time.

[0042] Step 402: Determine the pressure change based on the wheel cylinder pressure of the target braking channel within a preset time.

[0043] Step 403: Adjust the pressure change based on the threshold adjustment factor to obtain the threshold compensation value.

[0044] Step 404: Add the threshold compensation value to the baseline threshold to obtain the current residual threshold.

[0045] In practical applications, the baseline threshold and threshold adjustment factor are preset. The baseline threshold is a static base value determined through extensive bench tests and road calibration, representing the minimum allowable deviation range under stable operating conditions. The threshold adjustment factor is a coefficient used to control the intensity of dynamic compensation; the threshold adjustment factor can be set to 0.02. The specific calculation method for pressure change can be the average of the absolute values ​​of the standard deviation, range (difference between the maximum and minimum values), or differences between adjacent sampling points within that time period. This change directly reflects the fluctuation amplitude and rate of change of braking pressure. When there are two wheel cylinder pressures in the target braking channel within the preset time period, the pressure change is the absolute value of the difference between the two. Multiplying the pressure change by the threshold adjustment factor yields the threshold compensation value. Adding the threshold compensation value to the baseline threshold yields the current residual threshold. This ensures that the current residual threshold is always not lower than the baseline threshold, guaranteeing basic fault detection sensitivity under stable operating conditions while effectively suppressing false alarms by increasing the threshold during transients of rapid wheel cylinder pressure changes, achieving an adaptive balance between fault diagnosis robustness and sensitivity.

[0046] In one possible implementation, based on the main braking channel pressure residual, the redundant braking channel pressure residual, and the current residual threshold, the following channel fault detection results can be obtained, but are not limited to: The first type of channel fault detection result: When both the pressure residual of the main braking channel and the pressure residual of the redundant braking channel are less than the current residual threshold, the channel fault detection result is determined to be that there is a data deviation between the main braking channel and the redundant braking channel.

[0047] In practical applications, if the pressure residual of the main braking channel and the pressure residual of the redundant braking channel are both less than the current residual threshold, it is determined that there is a data deviation between the main braking channel and the redundant braking channel. This means that the functions of the two channels are not completely failed, but the sensor readings have a certain deviation.

[0048] The second type of channel fault detection result: When the pressure residual of the main braking channel is less than the current residual threshold and the pressure residual of the redundant braking channel is not less than the current residual threshold, the channel fault detection result is determined to be that the main braking channel is the normal braking channel and the redundant braking channel is the faulty braking channel.

[0049] The third type of channel fault detection result: When the pressure residual of the main braking channel is not less than the current residual threshold, and the pressure residual of the redundant braking channel is less than the current residual threshold, the channel fault detection result is determined to be that the main braking channel is a faulty braking channel and the redundant braking channel is a normal braking channel.

[0050] In one possible implementation, when determining the channel fault detection result based on the main braking channel pressure residual, the redundant braking channel pressure residual, and the current residual threshold, the method further includes: When the pressure residual of the main braking channel and the pressure residual of the redundant braking channel are both not less than the current residual threshold, the channel fault detection result is determined to be that both the main braking channel and the redundant braking channel are faulty braking channels; the electric two-wheeler is controlled to drive based on the preset safe speed.

[0051] In practical applications, if the pressure residual of both the main braking channel and the redundant braking channel is not less than the current residual threshold, then both the main braking channel and the redundant braking channel are determined to be faulty braking channels. This is the most severe fault situation, indicating that both channels have failed. At this time, the highest level of safety strategy will be triggered, which will gradually reduce the vehicle speed to an extremely low safe speed through motor reverse braking or auxiliary mechanical braking, while issuing a serious fault alarm to the user.

[0052] In one possible implementation, a target braking channel is determined based on the channel fault detection result, and the braking of the electric two-wheeler is controlled through the target braking channel. This control method may include, but is not limited to, the following: The first control method: If the channel fault determination result indicates that the main braking channel or redundant braking channel is a normal braking channel, then the normal braking channel is used as the target braking channel, the tire pressure of the target braking channel is obtained, and the tire pressure of the target braking channel is used as the current comprehensive tire pressure; based on the correspondence between the current comprehensive tire pressure and the preset comprehensive tire pressure range and vehicle speed, the electric two-wheeler is controlled to brake through the target braking channel.

[0053] In practical applications, the first control method is a single-channel fault-free control strategy. When the output of the channel fault detection unit clearly indicates that there is one and only one normal channel that has passed the detection among the main redundant braking channels and the redundant braking channels, the detected normal braking channel is designated as the only valid target braking channel. The tire pressure sensor signal of the tire associated with the target braking channel is directly collected, and its pressure value is used as the current comprehensive tire pressure. A comprehensive tire pressure range and vehicle speed mapping database is pre-stored in non-volatile memory. This database defines parameters such as the maximum safe vehicle speed, ideal braking torque, and motor feedback torque curves corresponding to different tire pressure ranges, calibrated through numerous experiments, using lookup table functions. Based on the current comprehensive tire pressure value, range matching and interpolation calculations are performed to calculate the target vehicle speed control range and corresponding control parameters that should be strictly followed under the current operating conditions. The solenoid valve group driving the target braking channel is used to precisely modulate the wheel cylinder braking pressure. At the same time, a coordinated control message containing the target deceleration, torque limit, and power interruption commands is sent to the motor controller via the vehicle's CAN bus. This achieves deep integration control of regenerative braking and mechanical braking of the drive motor, so that the real-time driving speed of the electric two-wheeler is smoothly, stably, and precisely controlled within the target speed range.

[0054] The second control method: If the channel fault determination result indicates that there is a data deviation between the main braking channel and the redundant braking channel, then the main braking channel is used as the target braking channel. The tire pressure of the main braking channel and the redundant braking channel is obtained. The current comprehensive tire pressure is determined based on the tire pressure of the main braking channel and the redundant braking channel, the pressure residual of the main braking channel and the pressure residual of the redundant braking channel. Based on the correspondence between the current comprehensive tire pressure and the preset comprehensive tire pressure range and the vehicle speed, the braking of the electric two-wheeled vehicle is controlled through the target braking channel.

[0055] In practical applications, the second control method is a fusion control strategy for dual-channel data deviation. When the output of the channel fault detection unit clearly indicates that the pressure residuals of both the primary redundant braking channel and the redundant braking channel do not exceed the dynamic residual threshold, but there is a non-negligible data deviation between them, indicating that both channels are in a non-consistent working state where they are not completely failed, the primary braking channel is set as the target braking channel. Tire pressure sensor signals from the tires associated with the primary braking channel are collected, and their pressure values ​​are used as the tire pressure of the primary braking channel. Tire pressure sensor signals from the tires associated with the redundant braking channels are also collected, and their pressure values ​​are used as the tire pressure of the redundant braking channels. The current comprehensive tire pressure is obtained by weighted calculation based on the tire pressures of the primary and redundant braking channels, the pressure residuals of the primary and redundant braking channels, and the pressure residuals of the redundant braking channels. The specific control method for controlling the braking of the electric two-wheeler through the target braking channel in the second control method, based on the correspondence between the current comprehensive tire pressure and the preset comprehensive tire pressure range and vehicle speed, is similar to the first control method and will not be elaborated further here.

[0056] In one possible implementation, the current combined tire pressure is determined based on the tire pressure of the main braking channel and the redundant braking channel, the pressure residual of the main braking channel, and the pressure residual of the redundant braking channel, including: First, the main braking channel pressure residual and the redundant braking channel pressure residual are used to determine the main weight and the redundancy weight.

[0057] In practical applications, sovereign weight and redundancy weight are calculated based on the following formula.

[0058]

[0059]

[0060] in, It is about sovereignty. It is redundant weight. It is the pressure residual in the main braking channel. It is the pressure residual of the redundant braking channel.

[0061] Then, the tire pressure of the main braking channel and the tire pressure of the redundant braking channel are weighted and calculated based on the sovereign weight and the redundancy weight to obtain the current comprehensive tire pressure.

[0062] In practical applications, the current combined tire pressure is calculated based on the following formula.

[0063]

[0064] in, This is the current overall tire pressure. It is the tire pressure in the main braking channel. It is the tire pressure of the redundant braking channel.

[0065] In one possible implementation, the redundant braking method further includes: When the main real-time wheel cylinder pressure and the redundant real-time wheel cylinder pressure do not meet the data deviation conditions, the braking of the electric two-wheeled vehicle is controlled through the main braking channel.

[0066] In practical applications, when the difference between the main real-time wheel cylinder pressure and the redundant real-time wheel cylinder pressure does not reach the preset deviation threshold, it indicates that the output signals of the wheel cylinder pressure sensors in the main braking channel and the redundant braking channel are highly consistent, both accurately reflecting the current actual braking pressure, and both channels are confirmed to be in a normal and reliable working state. Under this condition, there is no need to initiate complex fault diagnosis and data fusion algorithms; the main braking channel corresponding to the braking signal is directly selected as the sole channel for braking execution. Based directly on the wheel cylinder pressure feedback signal of the main braking channel and the received braking signal, precise valve control commands are generated to drive the hydraulic actuator of the main braking channel to perform pressure regulation, thereby implementing efficient and reliable braking control for the electric two-wheeler.

[0067] In one possible implementation, the redundant braking method further includes: When the current overall tire pressure is within the first preset pressure range, the maximum speed of the electric two-wheeler is not limited; When the current combined tire pressure is in the second preset pressure range, the maximum permissible vehicle speed is linearly reduced according to the preset rule based on the tire pressure reduction value. When the current combined tire pressure is in the third preset pressure range, the maximum vehicle speed will be limited to the first proportion of the rated maximum vehicle speed and the first level tire pressure alarm will be triggered. When the current combined tire pressure is in the fourth preset pressure range, the maximum vehicle speed will be limited to the second proportion of the rated maximum vehicle speed and the second-level tire pressure alarm will be triggered.

[0068] In practical applications, when the current combined tire pressure is within the first preset pressure range, the maximum speed of the electric two-wheeler is not limited; this corresponds to a situation where the vehicle has sufficient braking force and traction, and no active restrictions are imposed on the maximum speed. When the current combined tire pressure is within the second preset pressure range, the maximum permissible speed is linearly reduced according to preset rules based on the tire pressure decrease, corresponding to the determination that tire pressure has begun to affect braking performance and driving stability. For every unit decrease in the current combined tire pressure, the maximum permissible speed is correspondingly reduced by one unit, dynamically calculating and setting a new, reduced maximum permissible speed. This strategy allows the speed to decrease smoothly and gradually as tire pressure decreases, avoiding sudden changes in speed. When the current combined tire pressure is within the third preset pressure range, it corresponds to a significant safety risk. The vehicle's maximum speed is limited to a first percentage of its rated maximum speed, such as 1 / 2 or 1 / 3, to significantly reduce kinetic energy and prevent the risk of excessive braking distance or loss of control. Simultaneously, a first-level tire pressure warning signal is triggered, visually alerting the rider via the corresponding indicator light on the vehicle's dashboard (e.g., an orange warning light). When the current combined tire pressure is in the fourth preset pressure range, corresponding to an extremely high safety risk, a mandatory protection strategy is implemented, limiting the maximum speed to a second percentage lower than the first percentage or directly limiting it to a fixed safe speed (e.g., 20 km / h). Simultaneously, a second-level tire pressure warning signal is triggered, issuing the highest level of emergency danger warning to the rider via the corresponding indicator light on the vehicle's dashboard (e.g., a red warning light).

[0069] In one possible implementation, the redundant braking method further includes: When there is no braking signal and no alarm signal, the motor is allowed to output at full capacity; When there is a braking signal or a first-level alarm, the maximum output power of the motor will be limited to a third percentage of the rated power. When a Level 2 alarm is triggered, the maximum output power of the motor will be limited to a fourth percentage of the rated power.

[0070] In practical applications, the fourth ratio is less than the third ratio. When no braking signal is detected and there is no tire pressure warning signal of any level, the motor controller is allowed to output full rated power to ensure normal riding needs. When a braking signal or a first-level tire pressure warning signal is detected, the control unit limits the maximum output power of the motor to the third ratio of the rated power. When a second-level tire pressure warning signal, which indicates extremely high risk, is detected, the maximum output power of the motor is forcibly limited to the fourth ratio of the lower rated power, thereby greatly reducing the vehicle's kinetic energy, providing effective support for the core braking system under extreme conditions, and forcing the vehicle into a safe slow-moving mode. This strategy, by intelligently coupling motor output with braking requests and tire pressure status, constructs a feedforward-type power safety defense line, improving overall robustness and safety from the energy source.

[0071] After introducing the redundant braking method provided in the embodiments of this application, the electric two-wheeled vehicle device provided in the embodiments of this application will be briefly introduced next.

[0072] See Figure 5 As shown, the electric two-wheeled vehicle 500 provided in this application embodiment includes at least: a processor 501, a memory 502, and a computer program stored in the memory 502 and executable on the processor 501. When the processor 501 executes the computer program, it implements the redundant braking method provided in this application embodiment.

[0073] It should be noted that, Figure 5 The electric two-wheeler 500 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0074] The electric two-wheeled vehicle 500 provided in this application embodiment may also include a bus 503 connecting different components (including processor 501 and memory 502). The bus 503 represents one or more types of bus structures, including memory bus, peripheral bus, local area bus, etc.

[0075] The memory 502 may include a readable medium in the form of volatile memory, such as random access memory (RAM) 5021 and / or cache memory 5022, and may further include read-only memory (ROM) 5023.

[0076] The memory 502 may also include a program tool 5025 having a set (at least one) of program modules 5024, including but not limited to: an operating subsystem, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0077] The electric two-wheeler 500 can also communicate with one or more external devices 504 (e.g., keyboard, remote control, etc.), and with one or more devices that allow a user to interact with the electric two-wheeler 500 (e.g., mobile phone, computer, etc.), and / or with any device that enables the electric two-wheeler 500 to communicate with one or more other electric two-wheelers 500 (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 505. Furthermore, the electric two-wheeler 500 can also communicate with one or more networks (e.g., Local Area Network (LAN), Wide Area Network (WAN), and / or public networks, such as the Internet) via network adapter 506. Figure 5 As shown, network adapter 506 communicates with other modules of the electric two-wheeler 500 via bus 503. It should be understood that, although... Figure 5 As not shown, other hardware and / or software modules can be used in conjunction with the electric two-wheeler 500, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, Redundant Arrays of Independent Disks (RAID) subsystems, tape drives, and data backup storage subsystems.

[0078] The computer-readable storage medium provided in the embodiments of this application is described below. The computer-readable storage medium provided in the embodiments of this application stores computer instructions, which, when executed by a processor, implement the redundant braking method provided in the embodiments of this application. Specifically, the computer instructions can be built into or installed in the electric two-wheeled vehicle 500, so that the electric two-wheeled vehicle 500 can implement the redundant braking method provided in the embodiments of this application by executing the built-in or installed computer instructions.

[0079] Furthermore, the redundant braking method provided in this application embodiment can also be implemented as a program product, which includes program code. When the program product can run on the electric two-wheeled vehicle 500, the program code is used to make the electric two-wheeled vehicle 500 execute the redundant braking method provided in this application embodiment.

[0080] The program product provided in this application embodiment can be any combination of one or more readable media, wherein the readable media can be a readable signal medium or a readable storage medium, and the readable storage medium can be, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination thereof. Specifically, more specific examples of readable storage media (a non-exhaustive list) include: electrical connections with one or more wires, portable disks, hard disks, RAM, ROM, erasable programmable read-only memory (EPROM), optical fibers, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0081] The program product provided in this application embodiment can be a CD-ROM and include program code, and can also run on a computing device. However, the program product provided in this application embodiment is not limited thereto. In this application embodiment, the readable storage medium can be any tangible medium that contains or stores a program, which can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0082] It should be noted that although several units or sub-units of the device have been mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, according to embodiments of this application, the features and functions of two or more units described above can be embodied in one unit. Conversely, the features and functions of one unit described above can be further divided and embodied by multiple units.

[0083] Furthermore, although the operations of the method of this application are described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all the operations shown must be performed to achieve the desired result. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0084] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0085] Obviously, those skilled in the art can make various modifications and variations to the embodiments of this application without departing from the spirit and scope of the embodiments of this application. Therefore, if these modifications and variations to the embodiments of this application fall within the scope of the claims of this application and their equivalents, this application also intends to include these modifications and variations.

Claims

1. A redundant braking method, characterized in that, Applications in electric two-wheelers, including: Upon receiving a braking signal, the main operating parameters of the main braking channel and the redundant operating parameters of the redundant braking channel corresponding to the braking signal are obtained; wherein, the main operating parameters include the main real-time wheel cylinder pressure and the main valve control current, and the redundant operating parameters include the redundant real-time wheel cylinder pressure and the redundant valve control current; When the main real-time wheel cylinder pressure and the redundant real-time wheel cylinder pressure meet the data deviation condition, the main theoretical wheel cylinder pressure corresponding to the main operating parameter and the redundant theoretical wheel cylinder pressure corresponding to the redundant operating parameter are obtained through a preset theoretical pressure generation model. The channel fault detection result is determined based on the main real-time wheel cylinder pressure, the redundant real-time wheel cylinder pressure, the main theoretical wheel cylinder pressure, and the redundant theoretical wheel cylinder pressure. The target braking channel is determined based on the channel fault detection results, and the braking of the electric two-wheeler is controlled through the target braking channel.

2. The redundant braking method as described in claim 1, characterized in that, The process of obtaining the main theoretical wheel cylinder pressure corresponding to the main operating parameters and the redundant theoretical wheel cylinder pressure corresponding to the redundant operating parameters through a preset theoretical pressure generation model includes: Obtain the current master cylinder pressure and current brake fluid temperature of the electric two-wheeler; Based on the preset correspondence between brake fluid temperature and temperature compensation parameters, the temperature compensation parameter corresponding to the current brake fluid temperature is used as the current temperature compensation parameter; wherein, the current temperature compensation parameter includes the current temperature proportionality coefficient and the current temperature drift correction factor. The main valve control current and the redundant valve control current are adjusted according to the current temperature proportional coefficient to obtain the adjusted main valve control current and the adjusted redundant valve control current. The adjusted main valve control current, the current main cylinder pressure, and the current temperature drift correction factor are summed to obtain the theoretical main wheel cylinder pressure. The redundant theoretical wheel cylinder pressure is obtained by summing the adjusted redundant valve control current, the current master cylinder pressure, and the current temperature drift correction factor.

3. The redundant braking method as described in claim 1, characterized in that, The determination of channel fault detection results based on the main real-time wheel cylinder pressure, the redundant real-time wheel cylinder pressure, the main theoretical wheel cylinder pressure, and the redundant theoretical wheel cylinder pressure includes: Get the current residual threshold; The main braking channel pressure residual is determined based on the main real-time wheel cylinder pressure and the main theoretical wheel cylinder pressure; the redundant braking channel pressure residual is determined based on the redundant real-time wheel cylinder pressure and the redundant theoretical wheel cylinder pressure. The channel fault detection result is determined based on the main braking channel pressure residual, the redundant braking channel pressure residual, and the current residual threshold.

4. The redundant braking method as described in claim 3, characterized in that, To obtain the current residual threshold, including: Obtain the baseline threshold, threshold adjustment factor, and wheel cylinder pressure of the target braking channel within a preset time. The pressure change is determined based on the wheel cylinder pressure of the target braking channel within a preset time period; The pressure change is adjusted based on the threshold adjustment factor to obtain the threshold compensation value; The current residual threshold is obtained by adding the threshold compensation value to the baseline threshold.

5. The redundant braking method as described in claim 3, characterized in that, The step of determining the channel fault detection result based on the main braking channel pressure residual, the redundant braking channel pressure residual, and the current residual threshold includes: When both the pressure residual of the main braking channel and the pressure residual of the redundant braking channel are less than the current residual threshold, the channel fault detection result is determined to be that there is a data deviation between the main braking channel and the redundant braking channel; When the pressure residual of the main braking channel is less than the current residual threshold and the pressure residual of the redundant braking channel is not less than the current residual threshold, the channel fault detection result is determined to be that the main braking channel is a normal braking channel and the redundant braking channel is a faulty braking channel. When the pressure residual of the main braking channel is not less than the current residual threshold, and the pressure residual of the redundant braking channel is less than the current residual threshold, the channel fault detection result is determined to be that the main braking channel is a faulty braking channel and the redundant braking channel is a normal braking channel.

6. The redundant braking method as described in claim 5, characterized in that, When determining the channel fault detection result based on the main braking channel pressure residual, the redundant braking channel pressure residual, and the current residual threshold, the method further includes: When both the pressure residual of the main braking channel and the pressure residual of the redundant braking channel are not less than the current residual threshold, the channel fault detection result is determined to be that both the main braking channel and the redundant braking channel are faulty braking channels. The electric two-wheeler is controlled to travel at a preset safe speed.

7. The redundant braking method as described in claim 5, characterized in that, Based on the channel fault detection results, a target braking channel is determined, and the braking of the electric two-wheeler is controlled through the target braking channel, including: If the channel fault determination result indicates that the main braking channel or the redundant braking channel is a normal braking channel, then the normal braking channel is used as the target braking channel, the tire pressure of the target braking channel is obtained, and the tire pressure of the target braking channel is used as the current comprehensive tire pressure; based on the correspondence between the current comprehensive tire pressure and the preset comprehensive tire pressure range and vehicle speed, the braking of the electric two-wheeled vehicle is controlled through the target braking channel. If the channel fault determination result indicates that there is a data deviation between the main braking channel and the redundant braking channel, then the main braking channel is used as the target braking channel. The tire pressure of the main braking channel and the redundant braking channel is obtained. Based on the tire pressure of the main braking channel and the redundant braking channel, the pressure residual of the main braking channel and the pressure residual of the redundant braking channel, the current comprehensive tire pressure is determined. Based on the correspondence between the current comprehensive tire pressure and the preset comprehensive tire pressure range and vehicle speed, the braking of the electric two-wheeled vehicle is controlled through the target braking channel.

8. The redundant braking method as described in claim 7, characterized in that, The current combined tire pressure is determined based on the tire pressure of the main braking channel and the redundant braking channel, the pressure residual of the main braking channel, and the pressure residual of the redundant braking channel, including: The main braking channel pressure residual and the redundant braking channel pressure residual are used to determine the main weight and the redundancy weight. The tire pressure of the main braking channel and the tire pressure of the redundant braking channels are weighted and calculated based on the sovereign weight and redundancy weight to obtain the current comprehensive tire pressure.

9. The redundant braking method according to any one of claims 1-8, characterized in that, Also includes: When the main real-time wheel cylinder pressure and the redundant real-time wheel cylinder pressure do not meet the data deviation condition, the braking of the electric two-wheeled vehicle is controlled through the main braking channel.

10. An electric two-wheeled vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the redundancy braking method as described in any one of claims 1-9.

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