Vehicle wheel running state control method and system, vehicle and storage medium

Abstract

The embodiment of the invention provides a control method and system for the running state of wheels in a vehicle, the vehicle and a storage medium. A vehicle comprises an electronic mechanical braking system, a hydraulic redundant braking cavity is integrated in the electronic mechanical braking system, and the method comprises the steps that a braking request triggered by a driver in the vehicle is obtained, and the braking request is used for representing an instruction that the driver requests to control the vehicle to execute braking operation; in response to the braking request, determining an operating state of the electromechanical braking system; when the operation state is the abnormal operation state, the hydraulic redundant brake cavity is controlled to generate brake force; and controlling the running state of wheels in the vehicle according to the braking force. The technical problem of low brake control efficiency is solved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of vehicle braking, in particular, relate to a control method and system for wheel running state in a vehicle, a vehicle and a storage medium. BACKGROUND

[0002] At present, the brake control system of the vehicle usually adopts a dry-wet brake hybrid mode, that is, two wheels are installed with an electric mechanical brake system (EMB) and two wheels are installed with a traditional hydraulic brake, and the mode is controlled by a main controller, or a full dry brake scheme of four-wheel EMB is adopted, but the above methods cannot fully exert the advantages of the EMB product, and there is a technical problem of low control efficiency of the brake system.

[0003] At present, there is no good solution to the above problems. SUMMARY

[0004] Embodiments of the present application provide a control method and system for wheel running state in a vehicle, a vehicle and a storage medium to at least solve the technical problem of low control efficiency of the brake system.

[0005] According to an aspect of an embodiment of the present application, a control method for wheel running state in a vehicle is provided, which can include: obtaining a brake request triggered by a driver in the vehicle, wherein the brake request is used to represent an instruction that the driver requests to control the vehicle to perform a brake operation; in response to the brake request, determining an operating state of an electric mechanical brake system; in response to the operating state being an abnormal operating state, controlling a hydraulic redundancy brake cavity to generate a brake force; and controlling the operating state of the wheel in the vehicle according to the brake force.

[0006] Further, in response to the operating state being an abnormal operating state, the control of the hydraulic redundancy brake cavity to generate the brake force includes: in response to the operating state being an abnormal operating state, determining that a pass-through state between a redundancy master cylinder and the hydraulic redundancy brake cavity in the vehicle is a connected state; in response to the pass-through state being the connected state, controlling the redundancy master cylinder to transmit a hydraulic pressure corresponding to the brake request to the hydraulic redundancy brake cavity, and controlling the hydraulic redundancy brake cavity to convert the hydraulic pressure to obtain the brake force.

[0007] Further, in response to the pass-through state being the connected state, the control unit in the vehicle outputs a first control instruction, wherein the first control instruction is used to control an isolation valve in the redundancy master cylinder to open, and an emulator valve in the redundancy master cylinder to close; and in response to the first control instruction, the isolation valve and the emulator valve are controlled to control the pass-through state between the redundancy master cylinder and the hydraulic redundancy brake cavity to be the connected state.

[0008] Further, the method can further include: in response to the running state being the normal running state, determining that a pass-through state between the redundant master cylinder and the hydraulic redundancy brake cavity in the vehicle is a closed state; and in response to the pass-through state being the closed state, controlling a brake module in the electromechanical brake system to convert the brake request to obtain the brake force.

[0009] Further, the method can further include: in response to the pass-through state being the closed state, controlling a control unit in the vehicle to output a second control instruction, wherein the second control instruction is used to control the isolation valve in the redundant master cylinder to be closed and the simulator valve in the redundant master cylinder to be opened; and in response to the second control instruction, controlling the isolation valve and the simulator valve to control the pass-through state between the redundant master cylinder and the hydraulic redundancy brake cavity to be the closed state.

[0010] According to an aspect of the embodiments of the present application, a control system for a running state of a vehicle wheel is provided, which can include: a control unit configured to obtain a brake request triggered by a driver in a vehicle, wherein the brake request is used to represent an instruction of the driver requesting the vehicle to perform a brake operation; and determine a running state of an electromechanical brake system in the vehicle in response to the brake request; and the electromechanical brake system integrated with a hydraulic redundancy brake cavity, configured to control the hydraulic redundancy brake cavity to generate a brake force in response to the running state being an abnormal running state, and control a running state of a vehicle wheel in the vehicle according to the brake force.

[0011] Further, the control unit is configured to determine that a pass-through state between a redundant master cylinder and the hydraulic redundancy brake cavity in the vehicle is a connected state in response to the running state being the abnormal running state; and output a first control instruction in response to the pass-through state being the connected state, wherein the first control instruction is used to control an isolation valve in the redundant master cylinder to be opened and a simulator valve in the redundant master cylinder to be closed.

[0012] Further, the system can further include: the redundant master cylinder, configured to convert the brake request into a hydraulic pressure; and transmit the hydraulic pressure to the hydraulic redundancy brake cavity in response to the pass-through state being the connected state; and the hydraulic redundancy brake cavity, configured to convert the hydraulic pressure to obtain the brake force.

[0013] According to another aspect of the embodiments of the present application, a control device for a running state of a vehicle wheel is provided, which can include: an obtaining module configured to obtain a brake request triggered by a driver in a vehicle, wherein the brake request is used to represent an instruction of the driver requesting the vehicle to perform a brake operation; a determining module configured to determine a running state of an electromechanical brake system in the vehicle in response to the brake request; a first control module configured to control a hydraulic redundancy brake cavity to generate a brake force in response to the running state being an abnormal running state; and a second control module configured to control a running state of a vehicle wheel in the vehicle according to the brake force.

[0014] According to a further aspect of the embodiments of the present application, a vehicle is also provided, comprising a memory storing an executable program; and a processor configured to execute the program, wherein the program, when executed, performs the method in the embodiments of the present application.

[0015] According to a further aspect of the embodiments of the present application, a computer-readable storage medium is also provided, comprising a stored executable program, wherein the executable program, when executed, controls a device in which the computer-readable storage medium is located to perform the method in the embodiments of the present application.

[0016] According to a further aspect of the embodiments of the present application, a computer program product is also provided, comprising a computer program which, when executed by a processor, implements the method in the embodiments of the present application.

[0017] According to a further aspect of the embodiments of the present application, a computer program product is also provided, comprising a non-volatile computer-readable storage medium storing a computer program which, when executed by a processor, implements the method in the embodiments of the present application.

[0018] According to a further aspect of the embodiments of the present application, a computer program is also provided which, when executed by a processor, implements the method in the embodiments of the present application.

[0019] In the embodiments of the present application, a brake request triggered by a driver in a vehicle is acquired, wherein the brake request is used to represent an instruction that the driver requests to control the vehicle to perform a brake operation; in response to the brake request, an operating state of an electromechanical brake system is determined; in response to the operating state being an abnormal operating state, a brake force is generated by a hydraulic redundancy brake cavity; and in accordance with the brake force, an operating state of a wheel in the vehicle is controlled. That is, in the present application, unlike the existing dry-wet brake hybrid mode, the hydraulic redundancy brake cavity is directly integrated in the electromechanical brake system, so that the electromechanical brake system, while having the original electromechanical brake function, can quickly switch to a hydraulic brake mode in the event of a failure to generate a corresponding brake force by the hydraulic redundancy brake cavity to complete the brake process of the vehicle, thereby achieving the technical effect of improving brake control efficiency and solving the technical problem of low brake control efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0020] The accompanying drawings, which are included to provide a further understanding of the present application and are incorporated in and constitute a part of this application, illustrate embodiments of the present application and serve to explain the present application. In the drawings:

[0021] Figure 1 is a flowchart of a control method for an operating state of a wheel in a vehicle according to an embodiment of the present application;

[0022] Figure 2 This is a flowchart of a braking control process according to an embodiment of this application;

[0023] Figure 3 This is a schematic diagram of a control system for the wheel running state in a vehicle according to an embodiment of this application;

[0024] Figure 4 This is a schematic diagram of a control system for the wheel running state in a vehicle according to an embodiment of this application;

[0025] Figure 5 This is a schematic diagram of a control device for the wheel running state in a vehicle according to an embodiment of this application. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] According to an embodiment of this application, a method embodiment for controlling the wheel running state in a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0029] Currently, vehicle braking control systems typically employ a hybrid dry-wet brake approach, combining two wheels with electromechanical braking systems and two wheels with traditional hydraulic brakes, all coordinated by a main controller. Alternatively, a four-wheel EMB (Electromechanical Brake) all-dry braking system may be used. However, these methods fail to fully leverage the advantages of EMB products, such as fast response, short braking distance, and compatibility with advanced autonomous driving systems. Furthermore, they cannot simultaneously control and coordinate two different braking systems, resulting in significant control difficulties, complex control strategies, and high costs, ultimately leading to low braking system control efficiency.

[0030] To address the aforementioned issues, this embodiment involves an EMB redundant braking system and its control process. A redundant braking system is added on top of the existing EMB braking system. Under normal circumstances, the vehicle uses the complete EMB braking system. When the EMB system fails, the redundant braking system is activated for backup braking. By using two redundant braking systems, driving safety is maximized, thus avoiding the limitations of existing technologies that only implement safety redundancy at the electrical level. In other words, it avoids the safety hazards associated with a single redundant system.

[0031] In this embodiment, unlike the existing dry and wet brake hybrid method, the hydraulic redundant brake chamber is directly integrated into the electromechanical braking system. This allows the electromechanical braking system to not only have the original electromechanical braking function, but also to quickly switch to hydraulic braking mode in case of failure. The hydraulic redundant brake chamber is used to generate the corresponding braking force to complete the vehicle braking process, thereby achieving the technical effect of improving braking control efficiency and solving the technical problem of low braking control efficiency.

[0032] This embodiment provides a method for controlling the wheel operating state in a vehicle. The vehicle includes an electromechanical braking system (EMB) that integrates a hydraulic redundant braking chamber. Specifically, in this method, the hydraulic redundant braking chamber is integrated into the EMB, enabling rapid switching of the braking system when the EMB fails. It should be noted that the integrated hydraulic redundant braking chamber in the EMB can be a separate braking chamber, but it is not necessarily physically integrated onto the EMB.

[0033] Figure 1 This is a flowchart of a method for controlling the wheel running state in a vehicle according to an embodiment of this application. Figure 1 As shown, the method may include the following steps:

[0034] Step S102: Obtain the braking request triggered by the driver in the vehicle, wherein the braking request is used to represent the driver's instruction to control the vehicle to perform braking operation.

[0035] In the technical solution provided by step S102 of this application, the above-mentioned braking request can be triggered by the driver, can be used to represent the driver's instruction to control the vehicle to perform braking operation, can be used to determine the driver's braking intention, can be the driver's intention or action to operate the vehicle braking system to slow down or stop the vehicle's movement, and can be used to determine data such as braking displacement, the force applied by pressing the brake pedal, and the speed at which the pedal is pressed. It should be noted that this is only an example and there are no specific limitations on the data content of the braking request.

[0036] Optionally, when the driver presses the brake pedal, the vehicle's electronic control system can collect this action to obtain a braking request.

[0037] Optionally, pedal displacement, pedal force, and pedal speed sensors can collect the driver's braking actions. These sensors can be connected to the main controller and communicate via electrical signals. The main controller will comprehensively analyze the information provided by these sensors to determine the driver's braking intention and control the braking system (such as the EMB system) to achieve the corresponding braking effect, ensuring that the vehicle safely decelerates or stops as intended by the driver.

[0038] Optionally, the driver's braking intention can be determined by monitoring the signal from the brake pedal displacement sensor. When the driver presses the brake pedal, the pedal displacement sensor records this action and sends a signal to the main microcontroller unit (MCU) to obtain the braking request triggered by the driver.

[0039] For example, imagine a driver is driving a vehicle and, when faced with a situation requiring deceleration, presses the brake pedal. The pedal displacement sensor detects the change in pedal displacement and then sends a signal to the main MCU, indicating that the driver has requested to brake.

[0040] Step S104: In response to the braking request, determine the operating status of the electromechanical braking system.

[0041] In the technical solution provided by step S104 of this application, the above-mentioned operating state may include abnormal operating state and normal operating state, which can be used to determine whether the electromechanical braking system can work normally.

[0042] Logically, when the main MCU receives a braking request from the vehicle, it can check whether the electromechanical braking system is working properly in order to obtain the operating status of the electromechanical braking system.

[0043] Optionally, the main MCU can check whether the electromechanical braking system is operating normally based on the received braking request. This involves detecting the status of the EMB's electronic components and sensors to ensure that the EMB can perform the braking function as expected. It should be noted that no specific limitations are placed on the detection process of the EMB system here.

[0044] For example, when the main MCU receives a braking request, it can begin assessing the health of the EMB system. This assessment may include, but is not limited to, checking the EMB's power status, communication links, actuators, and any sensors that might affect its normal operation. If the parameters of all components are within normal ranges, the EMB system is considered to be operating normally.

[0045] Step S106: In response to the abnormal operating state, control the hydraulic redundant braking chamber to generate braking force.

[0046] In the technical solution provided in step S106 of this application, if the operating state is an abnormal operating state, it can be determined that the electromechanical braking system cannot work normally and the EMB main braking function cannot brake. Therefore, it is necessary to use the hydraulic redundant braking chamber for braking. Thus, the hydraulic redundant braking chamber can be controlled to generate braking force based on the braking request.

[0047] Optionally, the magnitude of the braking force determines how quickly the vehicle decelerates and the stopping distance, and is associated with the braking request. That is, the pedal displacement, pedal force, and pedal speed in the braking request can be used to control the magnitude of the braking force.

[0048] Optionally, if the EMB system is diagnosed as being in an abnormal operating state, i.e., there is a possible fault or performance degradation, the main MCU will activate the redundant braking strategy, which may include opening the isolation valve to allow the hydraulic system to intervene, thereby causing the hydraulic redundant braking chamber integrated in the EMB to start generating braking force.

[0049] For example, if after the aforementioned braking request, the main MCU detects a motor failure in the EMB, preventing normal operation, the main MCU will immediately command the isolation valve to open. This allows the redundant master cylinder to transmit hydraulic pressure to the hydraulic redundant brake chamber inside the EMB, directly pushing the brake piston through hydraulic action, compressing the brake pads to contact the brake disc, and generating braking force.

[0050] Step S108: Control the running state of the wheels in the vehicle according to the braking force.

[0051] In the technical solution provided by step S108 of this application, after obtaining braking force, the running state of the wheels in the vehicle can be controlled. The running state may include data such as the wheel's moving speed and acceleration. It should be noted that this is only an example and there are no specific limitations on the content included in the running state.

[0052] Optionally, once braking force is generated, whether through the normal operation of the EMB system or the intervention of redundant hydraulic brake chambers, the magnitude of the braking force on the wheels can continue to be monitored and adjusted to ensure that the vehicle decelerates or stops smoothly and effectively, while avoiding loss of control or skidding as much as possible.

[0053] For example, whether the EMB is working normally or the redundant hydraulic brake chambers are activated, the main MCU continuously monitors the wheel speed and vehicle speed, adjusting the braking force on each wheel based on this information. For instance, if it detects that a wheel is about to lock up, it can reduce the braking force on that wheel to prevent loss of traction and directional control, ensuring the vehicle remains stable during braking.

[0054] As described above, the redundant braking system ensures that the vehicle can receive reliable braking regardless of whether the EMB system is functioning properly, thereby maximizing the safety of passengers and pedestrians.

[0055] Through steps S102 to S108, a braking request triggered by the driver in the vehicle is obtained, wherein the braking request represents the driver's instruction to control the vehicle to perform a braking operation. In response to the braking request, the operating state of the electromechanical braking system is determined. In response to an abnormal operating state, the hydraulic redundant braking chamber is controlled to generate braking force. According to the braking force, the operating state of the wheels in the vehicle is controlled. That is, unlike the existing dry-wet brake hybrid method, this application directly integrates the hydraulic redundant braking chamber into the electromechanical braking system. This allows the electromechanical braking system to retain its original electromechanical braking function while quickly switching to hydraulic braking mode in case of a malfunction, utilizing the hydraulic redundant braking chamber to generate the corresponding braking force to complete the vehicle's braking process. This achieves the technical effect of improving braking control efficiency and solves the technical problem of low braking control efficiency.

[0056] The above-mentioned method of this application will be further described below.

[0057] As an optional implementation, step S106, in response to an abnormal operating state, controls the hydraulic redundant braking chamber to generate braking force, includes: in response to an abnormal operating state, determining that the connection / closure state between the redundant master cylinder in the vehicle and the hydraulic redundant braking chamber is a connected state; in response to the connection / closure state, controlling the redundant master cylinder to transmit the hydraulic pressure corresponding to the braking request to the hydraulic redundant braking chamber, and controlling the hydraulic redundant braking chamber to convert the hydraulic pressure to obtain braking force.

[0058] In this embodiment, if the operating state is abnormal, it can be determined that the electromechanical braking system is malfunctioning and cannot function properly. In this case, hydraulic redundant braking is needed to generate the corresponding braking force. To enable the hydraulic redundant braking to generate the corresponding braking force, the connection between the redundant master cylinder in the vehicle and the hydraulic redundant braking chamber can be controlled to be in a connected state. When the connection between the redundant master cylinder in the vehicle and the hydraulic redundant braking chamber is in a connected state, the redundant master cylinder can be controlled to transmit the hydraulic pressure corresponding to the braking request to the hydraulic redundant braking chamber. Furthermore, the hydraulic redundant braking chamber can be controlled to convert the hydraulic pressure to obtain the braking force.

[0059] Optionally, when the vehicle's EMB system malfunctions, the pedal feel simulator is isolated from the redundant master cylinder. At this time, the hydraulic redundant braking chamber (which can be simply referred to as the hydraulic chamber) integrated into the EM brake is connected to the redundant master cylinder. When the driver depresses the brake pedal, the brake fluid in the redundant master cylinder cannot enter the pedal feel simulator; instead, it enters the hydraulic chamber integrated into the EMB brake to generate pressure and apply braking. The entire vehicle uses the EMB redundant braking function for braking until braking is complete.

[0060] Optionally, the redundant master cylinder can be a dual-chamber traditional plunger brake master cylinder, or a single-chamber plunger brake master cylinder, or it can be replaced by a booster with other integrated master cylinders. It should be noted that this is only an example and there is no specific limitation on the type of redundant master cylinder. The selection of the redundant master cylinder can be flexibly changed according to actual needs.

[0061] Optionally, upon detecting an EMB system anomaly, the main MCU can determine that the hydraulic circuit between the redundant master cylinder and the integrated hydraulic redundant brake chamber in the EMB needs to be in a "connected state." Therefore, the main MCU needs to confirm whether the isolation valve is open, allowing the hydraulic system to intervene. Once the connection is confirmed, the main MCU controls the redundant master cylinder, causing it to convert the driver's braking force into hydraulic pressure based on the braking request signal. This pressure is then transmitted through the opened hydraulic circuit to the integrated hydraulic redundant brake chamber. When the hydraulic pressure reaches the chamber, its internal structure converts the received pressure into mechanical braking force. For example, the hydraulic pressure pushes a piston within the chamber to press against the friction pads on the brake disc, thereby generating braking force on the wheels and achieving vehicle deceleration or stopping.

[0062] For example, suppose that during driving, the main MCU detects a motor failure in the EMB system when responding to the driver's braking request, causing the EMB to be unable to provide electromechanical braking force normally. At this time: the main MCU immediately determines that the EMB is in an abnormal operating state and checks the status of the isolation valve. If the isolation valve was previously closed, the main MCU sends a command to the isolation valve to open it, ensuring communication between the redundant master cylinder and the hydraulic redundant brake chamber in the EMB. Subsequently, the main MCU controls the simulator valve between the pedal feel simulator and the redundant master cylinder to close, preventing brake fluid from flowing into the simulator. The force applied to the brake pedal will then act directly on the redundant master cylinder to generate corresponding hydraulic pressure. The hydraulic pressure generated by the redundant master cylinder is transmitted to the hydraulic redundant brake chamber in the EMB through the open isolation valve. Inside the chamber, the hydraulic pressure pushes the piston, which presses against the friction pads on the brake disc, generating braking force, which is ultimately applied to the wheels, slowing the vehicle down until it stops.

[0063] When the EMB system malfunctions, the control method of this application can quickly activate the hydraulic redundant brake chamber through a series of automatic control processes, ensuring that the vehicle can still obtain effective braking force in emergency situations and guaranteeing driving safety. This design not only improves the redundancy and reliability of the system, but also maintains the normal operating feel of the brake pedal, thereby enhancing the driving experience and safety.

[0064] As an optional implementation, the method may further include: in response to the on / off state being connected, controlling a control unit in the vehicle to output a first control command, wherein the first control command is used to control the isolation valve in the redundant master cylinder to open and control the simulator valve in the redundant master cylinder to close; in response to the first control command, controlling the isolation valve and the simulator valve to control the on / off state between the redundant master cylinder and the hydraulic redundant brake chamber to be connected.

[0065] In this embodiment, the control unit can be an MCU in the vehicle, an MCU in a redundant EMB braking system, or the main MCU in the vehicle.

[0066] Optionally, if the on / off state is the connected state, the control unit can output a first control command. This first control command can be used to control the opening of the isolation valve in the redundant master cylinder and the closing of the simulator valve in the redundant master cylinder. By opening the isolation valve in the redundant master cylinder and closing the simulator valve in the redundant master cylinder, the purpose of controlling the on / off state between the redundant master cylinder and the hydraulic redundant braking chamber is to maintain a connected state.

[0067] Optionally, when the vehicle's EMB system malfunctions, the main MCU can control the opening of the isolation valve and the closing of the simulator valve. At this time, the hydraulic chamber integrated into the EMB brake is connected to the redundant master cylinder, while the pedal-sensing simulator is isolated from the redundant master cylinder. When the driver depresses the brake pedal, the brake fluid in the redundant master cylinder cannot enter the pedal-sensing simulator but instead enters the hydraulic chamber integrated into the EMB brake to generate pressure and apply braking. The entire vehicle uses the EMB redundant braking function for braking until braking is complete.

[0068] Optionally, when the main MCU (i.e., the control unit) detects an abnormal operating status of the EMB system, the main MCU can output a "first control command." The purpose of this command is to open the isolation valve in the redundant master cylinder to establish a hydraulic flow path, and simultaneously close the simulator valve in the redundant master cylinder to prevent brake fluid from flowing to the pedal feel simulator, ensuring that the brake fluid can directly reach the hydraulic redundant brake chamber. Upon receiving the first control command, the control unit can execute the command: opening the isolation valve to allow the redundant master cylinder to transmit hydraulic pressure to the hydraulic redundant brake chamber in the EMB; and simultaneously closing the simulator valve to block the path of brake fluid to the pedal feel simulator, ensuring that all brake fluid flows to the critical parts that generate braking force.

[0069] Furthermore, with the opening of the isolation valve and the closing of the simulator valve, the connection between the redundant master cylinder and the hydraulic redundant brake chamber changes from closed to open. This means that the force applied by the driver to the brake pedal will be converted into hydraulic pressure and directly transmitted to the hydraulic redundant brake chamber in the EMB, thereby generating the necessary braking force to ensure that the vehicle can still brake safely in the event of an EMB system failure.

[0070] For example, when driving a car equipped with the redundant braking system described in this application, if the main MCU suddenly detects a failure in a critical electronic component of the EMB, causing the EMB to malfunction, the main MCU immediately performs the following actions: sending a "first control command" to open the isolation valve on the redundant master cylinder and simultaneously close the simulator valve. Relevant modules in the vehicle respond to the command, ensuring the isolation valve is open to allow unobstructed hydraulic flow, while simultaneously closing the simulator valve to prevent brake fluid from entering the pedal-sensing simulator. The driver's braking action will directly act on the redundant master cylinder, and the resulting hydraulic pressure will no longer flow through the pedal-sensing simulator but will directly reach the hydraulic redundant brake chamber in the EMB through the opened isolation valve. The hydraulic redundant brake chamber receives the hydraulic pressure and converts it into braking force, achieving braking by pressing the friction pads, ensuring that even if the EMB system fails, the vehicle can still safely decelerate or stop using the redundant hydraulic braking system.

[0071] Through the above steps, when the EMB system malfunctions, the redundant hydraulic braking system can be quickly and efficiently activated through intelligent commands from the control unit to provide continuous braking capability, ensure driving safety, and minimize the impact on the driver's operating experience.

[0072] As an optional implementation, the method may further include: in response to the operating state being a normal operating state, determining that the connection / closure state between the redundant master cylinder and the hydraulic redundant brake chamber in the vehicle is a closed state; in response to the connection / closure state being a closed state, controlling the brake module in the electromechanical braking system to convert the braking request and obtain braking force.

[0073] In this embodiment, if the operating state is normal, it indicates that the braking module in the electromechanical braking system can be used to generate braking force. Therefore, it can be determined that the connection / closure state between the redundant master cylinder and the hydraulic redundant brake chamber in the vehicle is closed. Furthermore, the braking module in the electromechanical braking system can be controlled to convert braking requests to obtain braking force.

[0074] Optionally, when the vehicle's EMB system is functioning normally, the hydraulic chamber integrated into the EMB brake (hydraulic redundant brake chamber) is isolated from the redundant master cylinder, while the pedal feel simulator is connected to the redundant master cylinder. When the driver depresses the brake pedal, the hydraulic chamber integrated into the EMB brake has no pressure and does not generate braking force. Simultaneously, the brake fluid in the redundant master cylinder enters the pedal feel simulator only to simulate foot feel. The entire vehicle uses the EMB main braking function entirely for braking; that is, the EMB utilizes its own braking module to complete braking until the braking is complete.

[0075] As an optional implementation, the method may further include: in response to the on / off state being closed, controlling a control unit in the vehicle to output a second control command, wherein the second control command is used to control the isolation valve in the redundant master cylinder to close and control the simulator valve in the redundant master cylinder to open; in response to the second control command, controlling the isolation valve and the simulator valve to control the on / off state between the redundant master cylinder and the hydraulic redundant brake chamber to be closed.

[0076] In this embodiment, when the open / closed state is determined to be closed, the control unit in the vehicle can be controlled to output a second control command. Using the second control command, the isolation valve in the redundant master cylinder can be closed, and the simulator valve in the redundant master cylinder can be opened, so as to achieve the purpose of controlling the open / closed state between the redundant master cylinder and the hydraulic redundant brake chamber to be closed.

[0077] Optionally, when the vehicle's EMB system is functioning normally, the main MCU can control the closure of the isolation valve and the opening of the simulator valve. At this time, the hydraulic chamber integrated into the EMB brake is isolated from the redundant master cylinder, while the pedal feel simulator is connected to the redundant master cylinder. When the driver depresses the brake pedal, the hydraulic chamber integrated into the EMB brake has no pressure and does not generate braking force. Simultaneously, the brake fluid in the redundant master cylinder enters the pedal feel simulator to only simulate foot feel, and the entire vehicle uses the EMB main braking function for braking until braking is complete.

[0078] Optionally, when the main MCU detects that the EMB system is operating normally, it can output a "second control command" to the control hydraulic system. This command aims to close the isolation valve in the redundant master cylinder to prevent accidental transmission of hydraulic pressure to the hydraulic redundant brake chamber; simultaneously, it controls the simulator valve in the redundant master cylinder to open, ensuring brake fluid can enter the pedal feel simulator and maintain normal feedback when the driver presses the brake pedal. Upon receiving the "second control command," the control unit executes the command: closing the isolation valve on the redundant master cylinder to ensure the hydraulic circuit does not connect to the hydraulic redundant brake chamber in the EMB, avoiding unnecessary hydraulic braking intervention; and simultaneously opening the simulator valve to allow brake fluid to flow to the pedal feel simulator, maintaining a good pedal feel. With the isolation valve closed and the simulator valve open, the connection between the redundant master cylinder and the hydraulic redundant brake chamber changes from connected to closed. This means that all braking operations will rely entirely on the EMB system; the hydraulic redundant brake chamber does not participate in the braking process, while the pedal feel simulator operates normally, providing pedal feedback and maintaining a consistent driving experience.

[0079] For example, a driver is driving a car equipped with this redundant braking system. Under normal driving conditions, the main MCU continuously monitors the EMB system and confirms its operational status. The main MCU confirms that the EMB system has not detected any faults or abnormalities and is operating normally. The main MCU sends a "second control command" to instruct the isolation valve to close, preventing the hydraulic circuit between the redundant master cylinder and the hydraulic redundant brake chamber in the EMB; simultaneously, it instructs the simulator valve to open, allowing the hydraulic circuit to connect with the pedal feel simulator, maintaining pedal feedback. The control unit executes the "second control command," ensuring that the isolation valve is closed, effectively isolating the hydraulic redundant brake chamber; at the same time, the simulator valve is open, allowing the driver to feel the same pedal feel as normal braking operation when pressing the brake pedal.

[0080] Optionally, when the driver needs to brake, pressing the brake pedal results in the braking request being processed directly by the EMB system without activating the hydraulic redundant brake chamber. The braking module responds to the braking request by generating electromechanical braking force to achieve vehicle braking, ensuring that the advanced performance and driving experience of the EMB system are maintained even in the presence of redundant systems.

[0081] This implementation ensures that the redundant hydraulic braking system does not interfere with the EMB braking process when the EMB system is working normally, while maintaining normal feedback when the driver presses the brake pedal, thus achieving a balance between performance and safety.

[0082] Figure 2 This is a flowchart of a braking control process according to an embodiment of this application. This braking control process can be used to execute the aforementioned method for controlling the wheel running state in a vehicle. Figure 2 As shown, the method may include the following steps:

[0083] Step S202: Detect braking intention.

[0084] In this embodiment, when the driver triggers the brake pedal, the main MCU can detect the braking intention (or braking command).

[0085] Step S204: Determine if the EMB system is functioning correctly.

[0086] In this embodiment, in response to a braking command, it can be determined whether the EMB system is functioning correctly. If it is functioning correctly, step S206 can be executed; if it is not functioning correctly, step S208 can be executed.

[0087] Step S206: Close the isolation valve and open the simulator valve.

[0088] In this embodiment, when the vehicle's EMB system is functioning normally, the main MCU can control the closure of the isolation valve and the opening of the simulator valve. At this time, the hydraulic chamber (hydraulic redundant brake chamber) integrated into the EMB brake is isolated from the redundant master cylinder, while the pedal feel simulator is connected to the redundant master cylinder. When the driver presses the brake pedal, the hydraulic chamber integrated into the EMB brake has no pressure and does not generate braking force. Simultaneously, the brake fluid in the redundant master cylinder enters the pedal feel simulator to only simulate the foot feel, and the entire vehicle uses the EMB main braking function for braking (using its own braking module to complete the braking) until the braking is complete.

[0089] Optionally, when the vehicle's EMB system is functioning normally, close the isolation valve, open the simulator valve, and use four-wheel EMB braking until the brakes engage.

[0090] Step S208: Open the isolation valve and close the simulator valve.

[0091] In this embodiment, when the vehicle's EMB system malfunctions, the main MCU can control the opening of the isolation valve and the closing of the simulator valve. At this time, the hydraulic chamber integrated into the EMB brake is connected to the redundant master cylinder, while the pedal feel simulator is isolated from the redundant master cylinder. When the driver presses the brake pedal, the brake fluid in the redundant master cylinder cannot enter the pedal feel simulator, but instead enters the hydraulic chamber integrated into the EMB brake to generate pressure and apply braking. The entire vehicle uses the EMB redundant braking function for braking until the braking is complete.

[0092] Optionally, when the vehicle's EMB system malfunctions, the isolation valve is opened, the simulator valve is closed, and redundant braking is applied until the brakes are released. After the brakes are engaged, the vehicle can be sent to an after-sales service center for further EMB repairs.

[0093] In this embodiment, unlike the existing dry and wet brake hybrid method, the hydraulic redundant brake chamber is directly integrated into the electromechanical braking system. This allows the electromechanical braking system to not only have the original electromechanical braking function, but also to quickly switch to hydraulic braking mode in case of failure. The hydraulic redundant brake chamber is used to generate the corresponding braking force to complete the vehicle braking process, thereby achieving the technical effect of improving braking control efficiency and solving the technical problem of low braking control efficiency.

[0094] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0095] According to an embodiment of this application, an embodiment of a control system for the running state of wheels in a vehicle is also provided. It should be noted that this system can be used to execute the above-described control method for the running state of wheels in a vehicle.

[0096] Figure 3 This is a schematic diagram of a control system for the wheel running state in a vehicle according to an embodiment of this application. Figure 3 As shown, the control system for the wheel running status in the vehicle may include: a control unit 302 and an electromechanical braking system 304.

[0097] The control unit 302 is configured to acquire a braking request issued by the driver in the vehicle, wherein the braking request is used to characterize the driver's instruction to control the vehicle to perform a braking operation; and in response to the braking request, to determine the operating state of the electromechanical braking system in the vehicle.

[0098] In this embodiment, the control unit 302 can be an MCU in the vehicle, an MCU deployed in the EMB redundant braking system, or the vehicle's main MCU.

[0099] The electromechanical braking system 304 integrates a hydraulic redundant braking chamber, which is used to control the hydraulic redundant braking chamber to generate braking force in response to an abnormal operating state, and to control the running state of the wheels in the vehicle according to the braking force.

[0100] As an optional implementation, the control unit is configured to determine, in response to an abnormal operating state, that the connection / closure state between the redundant master cylinder and the hydraulic redundant brake chamber in the vehicle is a connected state; and in response to the connection / closure state, output a first control command, wherein the first control command is used to control the isolation valve in the redundant master cylinder to open and control the simulator valve in the redundant master cylinder to close.

[0101] As an optional implementation, the system may further include: a redundant master cylinder for converting a braking request into hydraulic pressure; and in response to the on / off state being in an on / off state, transmitting the hydraulic pressure to a hydraulically redundant braking chamber; and a hydraulically redundant braking chamber for converting the hydraulic pressure to obtain braking force.

[0102] Figure 4 This is a schematic diagram of a control system for the wheel running state in a vehicle according to an embodiment of this application. Figure 4As shown, the control system for the wheel operating status in the vehicle may include: brake pedal 401, redundant master cylinder 402, simulator valve 403, pedal feel simulator 404, isolation valve 405, pedal displacement sensor 406, main MCU 407, EMB 4081, EMB 4082, EMB 4083, EMB 4084, wheel 4091, wheel 4092, wheel 4093, and wheel 4094.

[0103] Optionally, EMB 208 includes the EMB's own braking module and integrates a hydraulic redundant braking chamber. Under hydraulic pressure, this redundant braking chamber can push the brake piston, thereby pressing the friction pads against the brake disc to generate braking force. The main MCU 407 primarily handles the interaction of vehicle communication signals, EMB 408 signals, and pedal displacement sensor 406 signals. The redundant module includes a brake pedal 401, a redundant master cylinder 402, a simulator valve 403, a pedal feel simulator 404, an isolation valve 405, and a pedal displacement sensor 406.

[0104] The brake pedal 401 is connected to the redundant master cylinder 402 via a mechanical push rod, converting the driver's pedal force into hydraulic pressure output. The redundant master cylinder 402 is similar to a traditional brake master cylinder, and can be selected as a single-chamber or dual-chamber configuration as needed. A simulator valve 403 connects the outlet of the redundant master cylinder 402 to the pedal feel simulator 404, connecting or disconnecting the hydraulic circuit as needed. The pedal feel simulator 404 simulates different pressures by pushing the redundant master cylinder 402 to expel fluid based on the brake pedal 401's depressing depth, and sends hydraulic feedback to the brake pedal to simulate the pedal feel. An isolation valve 405 connects the outlet of the redundant master cylinder 402 to the hydraulically integrated redundant brake chamber in the EMB 408, connecting or disconnecting the hydraulic circuit as needed. The pedal displacement sensor 6 transmits signals such as brake pedal 401's depressing displacement / speed to the main MCU 407.

[0105] Optionally, the hydraulic system connection remains open under normal conditions. The hydraulic system connection is optional; it can be selected to connect all four wheels or only two of them, such as the two front wheels, the two rear wheels, the left front and right rear wheels, or the right front and left rear wheels.

[0106] In this embodiment, a braking request issued by the driver in the vehicle is obtained through a control unit. The braking request represents the driver's instruction to control the vehicle to perform a braking operation. In response to the braking request, the operating state of the electromechanical braking system in the vehicle is determined. In response to an abnormal operating state, the electromechanical braking system controls the hydraulic redundant braking chamber to generate braking force. According to the braking force, the operating state of the wheels in the vehicle is controlled, thereby achieving the technical effect of improving the control efficiency of the braking system and solving the technical problem of low control efficiency of the braking system.

[0107] According to an embodiment of this application, a control device for the running state of wheels in a vehicle is also provided. It should be noted that this device can be used to execute the above-described control method for the running state of wheels in a vehicle.

[0108] Figure 5 This is a schematic diagram of a control device for the wheel running state in a vehicle according to an embodiment of this application. Figure 5 As shown, the control device for the wheel running status in the vehicle may include: an acquisition module 502, a determination module 504, a first control module 506, and a second control module 508.

[0109] The acquisition module 502 is used to acquire a braking request triggered by the driver in the vehicle, wherein the braking request is used to represent the driver's instruction to control the vehicle to perform a braking operation.

[0110] The determination module 504 is used to determine the operating status of the electromechanical braking system in response to a braking request.

[0111] The first control module 506 is used to control the hydraulic redundant braking chamber to generate braking force in response to an abnormal operating state.

[0112] The second control module 508 is used to control the running state of the wheels in the vehicle according to the braking force.

[0113] Furthermore, the first control module 506 may include: a first determining unit, configured to determine, in response to an abnormal operating state, that the connection / closure state between the redundant master cylinder and the hydraulic redundant brake chamber in the vehicle is a connected state; and a first control unit, configured to, in response to the connection / closure state, control the redundant master cylinder to transmit the hydraulic pressure corresponding to the braking request to the hydraulic redundant brake chamber, and control the hydraulic redundant brake chamber to convert the hydraulic pressure to obtain braking force.

[0114] Furthermore, the device may also include: a third control module, used to control the control unit in the vehicle to output a first control command in response to the on / off state being connected, wherein the first control command is used to control the isolation valve in the redundant master cylinder to open and control the simulator valve in the redundant master cylinder to close; and a fourth control module, used to control the isolation valve and the simulator valve in response to the first control command, so as to control the on / off state between the redundant master cylinder and the hydraulic redundant brake chamber to be connected.

[0115] Furthermore, the device can also be used to determine the closed state between the redundant master cylinder and the hydraulic redundant brake chamber in the vehicle in response to the operating state being normal; and to control the brake module in the electromechanical braking system to convert the braking request and obtain braking force in response to the closed state.

[0116] Furthermore, the device can also be used to control the control unit in the vehicle to output a second control command in response to the on / off state being closed. The second control command is used to control the isolation valve in the redundant master cylinder to close and the simulator valve in the redundant master cylinder to open. In response to the second control command, the isolation valve and the simulator valve are controlled to control the on / off state between the redundant master cylinder and the hydraulic redundant brake chamber to be closed.

[0117] In the vehicle wheel running state control device of this embodiment, the acquisition module acquires the braking request triggered by the driver in the vehicle, wherein the braking request is used to represent the driver's instruction to control the vehicle to perform braking operation; the determination module determines the operating state of the electromechanical braking system in response to the braking request; the first control module controls the hydraulic redundant braking chamber to generate braking force in response to the abnormal operating state; and the second control module controls the running state of the wheels in the vehicle according to the braking force, thereby achieving the technical effect of improving the control efficiency of the braking system and solving the technical problem of low control efficiency of the braking system.

[0118] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0119] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0120] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0121] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0122] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0123] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0124] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection of units or modules may be electrical or other forms.

[0125] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0126] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0127] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0128] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling the running state of wheels in a vehicle, characterized in that, The vehicle includes an electromechanical braking system, which integrates a hydraulically redundant braking chamber; the method includes: Obtain a braking request triggered by the driver in the vehicle, wherein the braking request is used to characterize the driver's instruction to control the vehicle to perform a braking operation; In response to the braking request, determine the operating state of the electromechanical braking system; In response to the abnormal operating state, the hydraulic redundant braking chamber is controlled to generate braking force. The braking force is used to control the running state of the wheels in the vehicle.

2. The method according to claim 1, characterized in that, The step of controlling the hydraulic redundant braking chamber to generate braking force in response to the abnormal operating state includes: In response to the abnormal operating state, the connection state between the redundant master cylinder in the vehicle and the hydraulic redundant brake chamber is determined to be a connected state. In response to the on / off state being the connected state, the redundant master cylinder is controlled to transmit the hydraulic pressure corresponding to the braking request to the hydraulic redundant braking chamber, and the hydraulic redundant braking chamber is controlled to convert the hydraulic pressure to obtain the braking force.

3. The method according to claim 2, characterized in that, The method further includes: In response to the on / off state being the connected state, the control unit in the vehicle is controlled to output a first control command, wherein the first control command is used to control the isolation valve in the redundant master cylinder to open and control the simulator valve in the redundant master cylinder to close. In response to the first control command, the isolation valve and the simulator valve are controlled to control the on / off state between the redundant master cylinder and the hydraulic redundant braking chamber to the connected state.

4. The method according to claim 1, characterized in that, The method further includes: In response to the operating state being normal operating state, the connection / closure state between the redundant master cylinder in the vehicle and the hydraulic redundant brake chamber is determined to be closed. In response to the on / off state being the closed state, the braking module in the electromechanical braking system is controlled to convert the braking request and obtain the braking force.

5. The method according to claim 4, characterized in that, The method further includes: In response to the on / off state being the closed state, the control unit in the vehicle is controlled to output a second control command, wherein the second control command is used to control the isolation valve in the redundant master cylinder to close and control the simulator valve in the redundant master cylinder to open. In response to the second control command, the isolation valve and the simulator valve are controlled to control the on / off state between the redundant master cylinder and the hydraulic redundant braking chamber to the closed state.

6. A control system for the wheel running state in a vehicle, characterized in that, include: The control unit is configured to acquire a braking request issued by the driver in the vehicle, wherein the braking request is used to characterize the driver's instruction to control the vehicle to perform a braking operation; and in response to the braking request, to determine the operating state of the electromechanical braking system in the vehicle. The electromechanical braking system integrates a hydraulic redundant braking chamber, which is used to control the hydraulic redundant braking chamber to generate braking force in response to an abnormal operating state, and to control the running state of the wheels in the vehicle according to the braking force.

7. The system according to claim 6, characterized in that, The control unit is configured to, in response to the abnormal operating state, determine that the connection / closure state between the redundant master cylinder in the vehicle and the hydraulic redundant brake chamber is a connected state; and in response to the connection / closure state, output a first control command, wherein the first control command is configured to control the isolation valve in the redundant master cylinder to open and control the simulator valve in the redundant master cylinder to close.

8. The system according to claim 7, characterized in that, The system also includes: The redundant master cylinder is used to convert the braking request into hydraulic pressure; and in response to the on / off state becoming the connected state, the hydraulic pressure is transmitted to the hydraulic redundant braking chamber. The hydraulic redundant braking chamber is used to convert the hydraulic pressure to obtain the braking force.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 5.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 5.

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