Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle, and is applied to the technical field of braking. The method comprises the steps of determining a target risk level corresponding to the current working condition of the vehicle from a plurality of risk levels after monitoring that a main system of the brake-by-wire system of the vehicle fails in the vehicle driving process, and controlling the vehicle speed of the vehicle to be smaller than or equal to a vehicle speed threshold value corresponding to the target risk level. According to the method provided by the invention, after the main system of the brake-by-wire system fails, the vehicle can run in a safe vehicle speed range, and when the backup system of the brake-by-wire system intervenes, even if a brake pedal becomes heavy and a driver is flurried, the driver cannot run in the safe vehicle speed range due to the fact that the vehicle runs in the safe vehicle speed range. And the probability of safety accidents is low, so that the safety of the vehicle can be improved.

Description

Technical Field

[0001] This application relates to the field of braking technology, and more specifically, to a vehicle control method and a vehicle in the field of braking technology. Background Technology

[0002] Vehicle braking systems are typically brake-by-wire systems. Brake-by-wire systems use electrical signals to replace traditional hydraulic lines to transmit braking commands, achieving complete decoupling between the brake pedal and the actuator. This can improve the response speed during braking and shorten the emergency braking distance.

[0003] The brake-by-wire system consists of a primary system and a backup system. The primary system provides braking when the vehicle is functioning correctly, while the backup system intervenes to provide braking in the event of a primary system failure. When the backup system engages, the vehicle's braking system switches from electronic power assist to purely hydraulic braking, and the brake pedal becomes heavier. If the primary system suddenly fails while the vehicle is in motion, this change in brake pedal weight can cause panic among the driver, leading to improper actions and potentially resulting in an accident, posing a significant safety hazard. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle, which can improve vehicle safety.

[0005] In a first aspect, a vehicle control method is provided, the method comprising: During vehicle operation, monitor whether the main system of the vehicle's brake-by-wire system fails; If so, then determine the target risk level corresponding to the current operating condition of the vehicle from multiple risk levels. The multiple risk levels correspond to different vehicle speed thresholds. The higher the risk level, the lower the corresponding vehicle speed threshold. Control the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level.

[0006] In this embodiment, during vehicle operation, after the primary system of the vehicle's brake-by-wire system fails, a target risk level corresponding to the vehicle's current operating condition is determined from multiple risk levels. The vehicle speed is then controlled to be less than or equal to the speed threshold corresponding to the target risk level. In this way, even after the primary system of the brake-by-wire system fails, the vehicle can be kept within a safe speed range. When the backup system of the brake-by-wire system intervenes, even if the brake pedal becomes heavier, causing driver panic, the probability of an accident is relatively low because the vehicle is operating within a safe speed range, thus improving vehicle safety.

[0007] Optionally, controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level includes: when the vehicle's brake pedal is not depressed, determining whether the vehicle's current speed is greater than the speed threshold corresponding to the target risk level; if so, reducing the vehicle's drive torque so that the vehicle speed is less than or equal to the speed threshold corresponding to the target risk level.

[0008] In this embodiment, after the main system of the online braking system fails, if the vehicle's brake pedal is not depressed, and the current vehicle speed is detected to be greater than the speed threshold corresponding to the target risk level, the driving torque of the vehicle is reduced so that the vehicle speed is less than or equal to the speed threshold corresponding to the target risk level. This allows the vehicle speed to be controlled within a relatively safe speed range before the driver depresses the brake pedal, thereby improving vehicle safety.

[0009] Optionally, the method further includes: when the brake pedal is not depressed, outputting a notification message to notify the driver that the braking system is switching from the primary system to the backup system; and upon receiving a confirmation command input by the driver based on the notification message, not performing an action to reduce the driving torque of the vehicle.

[0010] In this embodiment, after the primary system of the online braking system fails, a notification message is output to the driver even if the brake pedal is not depressed. Upon receiving a confirmation command from the driver based on the notification message, it is determined that the driver is aware that the braking system has switched from the primary system to the backup system and can properly handle the increased braking force. At this point, speed control is stopped, allowing the driver to adjust the speed according to actual needs to meet their driving requirements.

[0011] Optionally, reducing the driving torque of the vehicle includes controlling the rate of change of the driving torque to be less than a preset first rate of change threshold.

[0012] In this embodiment of the application, during the process of reducing vehicle speed by reducing driving torque, the rate of change of the vehicle's driving torque can be controlled to be less than a preset first rate of change threshold, so as to reduce the probability of the wheel slipping a large rate, thereby improving the vehicle's stability and thus improving the vehicle's safety.

[0013] Optionally, the method further includes: in the event of a failure of the primary system, when the brake pedal of the vehicle is depressed, determining whether the regenerative braking system of the vehicle is available; if so, controlling the regenerative braking system to brake the vehicle and outputting a first warning message to alert the driver that the primary system has failed; if not, controlling the backup system of the brake-by-wire system to brake the vehicle and outputting a second warning message to alert the driver to adjust the braking pressure applied to the brake pedal.

[0014] In this embodiment, when a failure of the main system is detected, and the brake pedal is detected to be depressed, if the regenerative braking system is determined to be available, braking is performed using the regenerative braking system. This avoids the situation where braking becomes heavier when using the backup system, preventing driver panic and thus improving vehicle safety. If the regenerative braking system is determined to be unavailable, braking is performed using the backup system and a second warning message is output, which can reduce driver panic and thus improve vehicle safety.

[0015] Optionally, controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level includes: determining the number of braking operations, wherein the number of braking operations is the number of times the backup system brakes the vehicle after the main system failure is detected; and controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level when the number of braking operations is less than the first threshold.

[0016] In this embodiment, when the number of times the backup system brakes the vehicle is less than the first threshold, the vehicle speed is controlled to be less than or equal to the speed threshold corresponding to the target risk level. When the number of times the backup system brakes the vehicle reaches the first threshold, the control of the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level is stopped. After the backup system brakes the vehicle multiple times, the control of the vehicle speed can be released, thereby meeting the driver's driving needs.

[0017] Optionally, controlling the backup system of the brake-by-wire system to brake the vehicle includes: controlling the rate of change of the braking force output by the backup system to be less than a preset second rate of change threshold.

[0018] In this embodiment, when the main system of the online braking system fails and the backup system is used for braking, the rate of change of the braking force output by the backup system is controlled to be less than a preset second rate of change threshold. This can reduce the probability of a large wheel slip rate, thereby improving vehicle stability and thus vehicle safety.

[0019] Optionally, controlling the rate of change of the braking force output by the backup system to be less than a preset second rate of change threshold includes: determining the number of braking operations, wherein the number of braking operations is the number of times the backup system brakes the vehicle after the main system fails; and controlling the rate of change of the braking force output by the backup system to be less than the second rate of change threshold when the number of braking operations is less than the second rate of change threshold.

[0020] In this embodiment, when the number of times the backup system brakes the vehicle is less than a second threshold, the rate of change of the braking force output by the backup system is kept less than a second threshold during the braking process, which improves vehicle stability. When the number of times the backup system brakes the vehicle is greater than or equal to the second threshold, the rate of change of the braking force output by the backup system is not controlled. This allows control of the rate of change of braking force to cease after multiple braking operations by the backup system, thus satisfying various braking requirements of the vehicle.

[0021] Optionally, the multiple risk levels correspond to different prompting methods. The higher the risk level, the stronger the prompting intensity of the corresponding prompting method. The method further includes: in the event of a failure of the main system, prompting the driver that the main system has failed using the prompting method corresponding to the target risk level.

[0022] In this embodiment of the application, after determining that the main system of the brake-by-wire system has failed, if the vehicle speed is less than or equal to the speed threshold corresponding to the target risk level, the driver is notified of the main system failure in a manner corresponding to the target risk level. This can provide the driver with an appropriate reminder, thereby improving the driver's ability to respond to the event of the main system failure and thus improving vehicle safety.

[0023] Secondly, a vehicle control device is provided, the device comprising: The monitoring module is used to monitor whether the main system of the vehicle's brake-by-wire system fails during vehicle operation; The determination module is used to determine the target risk level corresponding to the current operating condition of the vehicle from multiple risk levels when the main system of the brake-by-wire system of the vehicle is detected to fail. The multiple risk levels correspond to different vehicle speed thresholds. The higher the risk level, the lower the corresponding vehicle speed threshold. The control module is used to control the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level.

[0024] Thirdly, a vehicle is provided, the vehicle comprising: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the method in any possible implementation of the first aspect described above.

[0025] Fourthly, a program product is provided, comprising: executable program code, which, when run on a vehicle, causes the vehicle to perform the method in any possible implementation of the first aspect described above.

[0026] Fifthly, a readable storage medium is provided that stores executable program code, which, when run on a vehicle, causes the vehicle to perform the method in any possible implementation of the first aspect described above. Attached Figure Description

[0027] Figure 1 This is a flowchart illustrating the steps of a vehicle control method provided in an embodiment of this application; Figure 2 This is a verification diagram of a vehicle control method provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0028] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0029] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0030] The brake-by-wire system consists of a primary system and a backup system. The primary system is an electronic braking system, including an electronic control unit (ECU), solenoid valves, brake pistons, and a hydraulic pump. The backup system is a mechanical braking system, including a traditional hydraulic braking circuit. In the event of a failure in the primary system, the backup system can intervene to provide braking functionality to the vehicle.

[0031] The primary braking system uses electronic power assist, requiring only a light touch on the brake pedal to apply the necessary braking force during braking. The backup system, however, is mechanical, requiring the driver to apply greater force to the brake pedal to achieve the required braking force. Therefore, if the primary system fails and the backup system intervenes, the brake pedal will become heavier (i.e., the brakes will become more difficult to apply).

[0032] When the main system suddenly fails and the backup system intervenes while the vehicle is in motion, the sudden increase in the weight of the brake pedal may cause panic among the driver, leading to improper operation and potentially causing a safety accident, posing a certain safety hazard.

[0033] To address this technical problem, this application provides a vehicle control method. The method involves dividing the vehicle's operating conditions into multiple risk levels, with different speed thresholds set for different risk levels. The higher the risk level, the lower the speed threshold. The speed threshold can also be understood as a safe speed; when the vehicle is traveling under conditions corresponding to a certain risk level, if the speed is less than or equal to the corresponding speed threshold, the probability of a safety accident is low.

[0034] During vehicle operation, after the main system fails, the system determines the target risk level from multiple risk levels based on the vehicle's current operating condition, and then controls the vehicle speed to not exceed the speed threshold corresponding to the target risk level. This ensures the vehicle operates within a safe speed range. When the backup system intervenes, even if the brake pedal becomes heavier, causing driver panic, the probability of an accident is relatively low, thus improving vehicle safety.

[0035] See Figure 1 , Figure 1 This is a flowchart illustrating the steps of a vehicle control method provided in an embodiment of this application. The executing entity of this method can be the Vehicle Control Unit (VCU) in the vehicle, and the method may include the following steps: Step 101: During vehicle operation, monitor whether the main system of the vehicle's brake-by-wire system has failed.

[0036] In this embodiment, during vehicle operation, the vehicle controller can monitor the brake-by-wire system in real time to determine whether the main system of the brake-by-wire system has failed. For example, the vehicle controller can periodically communicate with the ECU of the main system, and upon receiving a fault code indicating a main system failure from the ECU, determine that the main system has failed. As another example, the vehicle controller can periodically communicate with the ECU of the main system, and upon detecting a communication interruption with the ECU, determine that the main system has failed. Alternatively, the vehicle controller can determine that the main system has failed when it detects that the ECU of the main system has malfunctioned.

[0037] The above are merely illustrative examples. The methods by which the vehicle controller determines whether the main system of the brake-by-wire system has failed may include, but are not limited to, the examples above.

[0038] Step 102: If so, determine the target risk level corresponding to the current operating condition of the vehicle from multiple risk levels.

[0039] Among them, different risk levels correspond to different speed thresholds, and the higher the risk level, the lower the corresponding speed threshold.

[0040] For example, vehicle operating conditions can be divided into multiple risk levels based on road conditions and vehicle speed. These risk levels could include, from low to high, low risk, low-medium risk, medium risk, and high risk. The low risk level corresponds to the following operating conditions: straight-ahead, non-congested road conditions, and a vehicle speed of 60 km / h or less. The low-medium risk level corresponds to the following operating conditions: straight-ahead, non-congested road conditions, and a vehicle speed greater than 60 km / h. The medium risk level corresponds to the following operating conditions: congested road conditions. The high risk level corresponds to the following operating conditions: non-straight-ahead, slippery road conditions.

[0041] Furthermore, the speed threshold for low-risk levels can be set to 80 km / h, for medium-low-risk levels to 60 km / h, for medium-risk levels to 35 km / h, and for high-risk levels to 30 km / h.

[0042] Correspondingly, during vehicle operation, once the failure of the main system of the brake-by-wire system is determined, the vehicle controller can determine the road conditions and current speed. Based on the road conditions and current speed (i.e., the current operating condition), it determines the corresponding target risk level from multiple risk levels. For example, after determining that the main system of the brake-by-wire system has failed, the vehicle controller can use a camera to capture images of the road ahead of the vehicle. Then, it can perform image recognition to determine whether the road the vehicle is currently on is a straight or non-straight road, whether the road is congested, and whether the road surface is slippery. Simultaneously, the vehicle controller can determine the vehicle's current speed using a speed sensor.

[0043] If the vehicle is currently on a straight road, not congested, not slippery, and the current speed is less than or equal to 60 km / h, the target risk level for the current operating condition is determined to be low risk. If the vehicle is currently on a straight road, not congested, not slippery, and the current speed is greater than 60 km / h, the target risk level for the current operating condition is determined to be low-to-medium risk. If the vehicle is currently on a congested road, the target risk level for the current operating condition is determined to be medium risk. If the vehicle is currently on a non-straight road and the road surface is slippery, the target risk level for the current operating condition is determined to be high risk.

[0044] It should be understood that the above are merely illustrative examples. The specific values ​​of the vehicle speed thresholds corresponding to each risk level can be set according to actual needs, and this embodiment does not impose any restrictions on this.

[0045] Step 103: Control the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level.

[0046] In this embodiment, after determining the target risk level, the vehicle controller can control the vehicle speed to ensure that the vehicle speed does not exceed the speed threshold corresponding to the target risk level. Referring to the previous example, when the target risk level is determined to be low to medium risk, the corresponding speed threshold can be determined to be 60 kilometers per hour. In this case, the vehicle controller can control the vehicle speed to ensure that the vehicle speed is less than or equal to 60 kilometers per hour.

[0047] Optionally, during vehicle speed control, the vehicle controller can control the vehicle's drive torque when the current vehicle speed exceeds the speed threshold corresponding to the target risk level. This reduces the vehicle's drive torque (i.e., reduces the vehicle's power), gradually lowering the vehicle speed below the speed threshold corresponding to the target risk level. Simultaneously with reducing drive torque, a prompt message can be output to remind the driver to reduce pressure on the accelerator pedal, thereby decreasing the brake pedal opening and reducing vehicle speed.

[0048] Optionally, during vehicle speed control, the vehicle controller can limit the vehicle's drive torque when the current vehicle speed is less than or equal to the speed threshold corresponding to the target risk level, ensuring that the vehicle speed is always less than or equal to the speed threshold corresponding to the target risk level. While limiting the drive torque, a prompt message can be output to remind the driver to reduce pressure on the accelerator pedal to decrease the brake pedal opening and reduce vehicle speed.

[0049] Specifically, when the vehicle is an electric vehicle, the driving torque is the positive torque output by the drive motor used to propel the vehicle. When the vehicle is a gasoline-powered vehicle, the driving torque is the torque output by the engine. When the vehicle is a hybrid vehicle, the driving torque may be output by the engine, the drive motor, or both.

[0050] Optionally, while controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level, the vehicle controller can output a prompt message to alert the driver that the main system of the brake-by-wire system has failed and to initiate speed control. For example, the prompt message may include voice prompts and / or text prompts. When the target risk level is low to medium risk, the vehicle controller can output a voice prompt "Braking system malfunction, vehicle speed needs to be controlled below 60 km / h" through the vehicle's speakers, and / or, the vehicle controller can output a text prompt "Braking system malfunction, vehicle speed needs to be controlled below 60 km / h" through the vehicle's display screen.

[0051] Optionally, during the process of controlling the vehicle speed, if the accelerator pedal opening increases after the prompt information is output, it can be determined that the driver is aware of the abnormality of the brake-by-wire system. At this time, the control of the vehicle speed can be stopped, and the vehicle speed can be controlled according to the opening of the brake pedal.

[0052] In this embodiment, during vehicle operation, after the primary system of the vehicle's brake-by-wire system fails, a target risk level corresponding to the vehicle's current operating condition is determined from multiple risk levels. The vehicle speed is then controlled to be less than or equal to the speed threshold corresponding to the target risk level. In this way, even after the primary system of the brake-by-wire system fails, the vehicle can be kept within a safe speed range. When the backup system of the brake-by-wire system intervenes, even if the brake pedal becomes heavier, causing driver panic, the probability of an accident is relatively low because the vehicle is operating within a safe speed range, thus improving vehicle safety.

[0053] Optionally, step 103 may include: When the vehicle's brake pedal is not depressed, determine whether the vehicle's current speed is greater than the speed threshold corresponding to the target risk level. If so, reduce the vehicle's drive torque so that the vehicle speed is less than or equal to the speed threshold corresponding to the target risk level.

[0054] In one implementation, after determining a main system failure and identifying a target risk level, the vehicle controller can monitor whether the brake pedal is depressed and simultaneously detect the vehicle's current speed. If the brake pedal is not depressed, it is determined that the driver has not applied the brakes. At this point, the vehicle's current speed can be compared to the speed threshold corresponding to the target risk level. If the current speed exceeds the speed threshold, it can be determined that the current speed is too high, and the vehicle is traveling within a relatively dangerous speed range. In this case, the vehicle controller can reduce the vehicle's drive torque to lower the vehicle speed below the speed threshold corresponding to the target risk level.

[0055] Furthermore, when the vehicle's brake pedal is not depressed, and the vehicle controller determines that the vehicle's current speed is less than or equal to the speed threshold corresponding to the target risk level, it can limit the vehicle's drive torque to prevent the vehicle's speed from exceeding the speed threshold corresponding to the target risk level.

[0056] Furthermore, when it is determined that the vehicle's brake pedal is depressed, it can be determined that the driver actively begins to control the vehicle's speed. At this time, the vehicle controller can relinquish control of the vehicle speed and control the vehicle speed according to the opening of the accelerator pedal.

[0057] It's understandable that after detecting a failure in the main system of the brake-by-wire system, the driver might not be aware of this failure until the brake pedal is depressed. In this situation, the vehicle controller can control the vehicle's speed, bringing it below the speed threshold corresponding to the target risk level before the driver depresses the brake pedal. Even if the driver feels the brake pedal become heavier and panics when they do depress it, the vehicle will still be traveling within a relatively safe speed range, reducing the probability of an accident.

[0058] In this embodiment, after the main system of the online braking system fails, if the vehicle's brake pedal is not depressed, and the current vehicle speed is detected to be greater than the speed threshold corresponding to the target risk level, the driving torque of the vehicle is reduced so that the vehicle speed is less than or equal to the speed threshold corresponding to the target risk level. This allows the vehicle speed to be controlled within a relatively safe speed range before the driver depresses the brake pedal, thereby improving vehicle safety.

[0059] Optionally, the method may further include: When the brake pedal is not depressed, a notification message is output to inform the driver that the braking system is switching from the primary system to the backup system. When a confirmation command is received from the driver based on the notification information, the action of reducing the vehicle's drive torque is not performed.

[0060] In one implementation, after determining a primary system failure and identifying the target risk level, the vehicle controller can monitor whether the vehicle's brake pedal is depressed. If the brake pedal is not depressed, the vehicle controller can output a notification to the driver informing them that the vehicle's braking system has switched from the primary system to the backup system, and the brake pedal will become heavier. For example, the notification may include a voice notification and / or a text notification; the vehicle controller may output a voice notification "Switched to hydraulic braking, braking will become heavier" via a speaker in the vehicle, and / or the vehicle controller may output a text notification "Switched to hydraulic braking, braking will become heavier" via a display screen in the vehicle.

[0061] After outputting the notification message, the vehicle controller can determine whether it has received a confirmation command from the driver. If it has, it confirms that the driver is aware that the braking will become heavier and can respond appropriately. At this point, the vehicle controller can relinquish control of the vehicle speed, refrain from reducing drive torque, and control the vehicle speed based on the accelerator pedal opening.

[0062] For example, while displaying notification text or voice messages on the screen, a virtual confirmation button can also be shown. Once the driver is aware that the braking will become heavier (i.e., the active system switches from the primary system to the backup system), they can click the confirmation button. Upon receiving the driver's confirmation button click, the vehicle controller responds by ceasing the step of controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level.

[0063] For example, when a microphone is integrated into the vehicle, the driver, upon realizing that the braking will become heavier, can input a voice confirmation command to the vehicle controller via the microphone. After receiving the driver's voice input, the vehicle controller recognizes the voice. If the recognition result indicates that the driver is aware of the notification that the braking will become heavier, it will stop executing the step of controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level.

[0064] Conversely, if no confirmation instruction is received from the driver, the steps of controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level continue.

[0065] It should be understood that the above are merely illustrative examples, and the specific forms of notification information and confirmation instructions may include, but are not limited to, the examples above.

[0066] In this embodiment, after the primary system of the online braking system fails, a notification message is output to the driver even if the brake pedal is not depressed. Upon receiving a confirmation command from the driver based on the notification message, it is determined that the driver is aware that the braking system has switched from the primary system to the backup system and can properly handle the increased braking force. At this point, speed control is stopped, allowing the driver to adjust the speed according to actual needs to meet their driving requirements.

[0067] Optionally, the vehicle's drive torque can be reduced, including: The rate of change of the control drive torque is less than a preset first rate of change threshold.

[0068] Among them, the first rate of change threshold is a small value. When the rate of change of the driving torque is less than the first rate of change threshold, the driving force of the vehicle changes slowly, which can prevent the vehicle's wheels from having a large slip rate.

[0069] In one implementation, after the main system of the vehicle's brake-by-wire system fails, when the brake pedal is not depressed and the vehicle's current speed is greater than the speed threshold corresponding to the target risk level, the rate of change of the driving torque output by the engine or drive motor can be controlled to be less than a preset first rate of change threshold during the process of reducing the vehicle speed by reducing the driving torque, so as to avoid sudden changes in driving torque and thus avoid a large slip rate of the wheels.

[0070] It is understandable that when the rate of change of driving torque is less than the first rate of change threshold, the amount of change of driving torque per unit time is small. At this time, the peak value and fluctuation range of wheel slip rate are reduced, which can improve vehicle stability.

[0071] In this embodiment of the application, during the process of reducing vehicle speed by reducing driving torque, the rate of change of the vehicle's driving torque can be controlled to be less than a preset first rate of change threshold, so as to reduce the probability of the wheel slipping a large rate, thereby improving the vehicle's stability and thus improving the vehicle's safety.

[0072] Optionally, the method may further include: In the event of a failure of the main system, determine whether the vehicle's regenerative braking system is available when the vehicle's brake pedal is depressed. If so, the regenerative braking system will be controlled to brake the vehicle, and a first warning message will be output to alert the driver that the main system has failed. If not, the backup system of the control-by-wire braking system brakes the vehicle and outputs a second prompt message to remind the driver to adjust the braking pressure applied to the brake pedal.

[0073] In one implementation, when the vehicle is an electric vehicle equipped with a regenerative braking system, if a failure of the main system is detected, the vehicle controller can determine whether the regenerative braking system is available when it detects that the brake pedal has been pressed. If the regenerative braking system is determined to be available, the vehicle is braked solely using the regenerative braking system to avoid using the backup system for braking, thereby preventing the brakes from becoming too heavy and causing driver panic.

[0074] During the braking process using the regenerative braking system, the vehicle controller can output a first warning message to inform the driver that the vehicle's braking system has switched from the primary system to the backup system. The specific form of the first warning message can be found in the examples described above, and will not be repeated here.

[0075] Conversely, when the vehicle controller determines that the regenerative braking system is unavailable, it controls the backup system to brake the vehicle. Simultaneously, while controlling the backup system to brake the vehicle, it outputs a second warning message to alert the driver that the braking force has increased. This second message prompts the driver to adjust the braking pressure (i.e., pedal force) applied to the brake pedal according to the required braking force when the driver depresses the brake pedal, thus achieving the desired braking force. The specific form of the second warning message can be found in the examples described above; it will not be repeated here.

[0076] In practical applications, the regenerative braking system converts the power generated during braking into electrical energy stored in the vehicle's battery. When the brake pedal is depressed, the vehicle controller determines whether the battery's charge level is less than a preset value. If the battery's charge level is less than the preset value, it is determined that the battery is not fully charged and can continue charging; in this case, the regenerative braking system is deemed available. Conversely, if the battery's charge level is greater than or equal to the preset value, it is determined that the battery is fully charged and cannot continue charging; in this case, the regenerative braking system is deemed unavailable. It should be understood that the conditions for determining whether the regenerative braking system is available may include, but are not limited to, whether the battery charge level is less than the preset value; this embodiment does not impose such limitations.

[0077] In this embodiment, when a failure of the main system is detected, and the brake pedal is detected to be depressed, if the regenerative braking system is determined to be available, braking is performed using the regenerative braking system. This avoids the situation where braking becomes heavier when using the backup system, preventing driver panic and thus improving vehicle safety. If the regenerative braking system is determined to be unavailable, braking is performed using the backup system and a second warning message is output, which can reduce driver panic and thus improve vehicle safety.

[0078] Optionally, controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level includes: The number of braking operations is determined by the number of times the backup system brakes the vehicle after the main system fails. When the number of braking attempts is less than the threshold for the first attempt, the vehicle speed is controlled to be less than or equal to the speed threshold corresponding to the target risk level.

[0079] In one implementation, after detecting a failure in the primary system of the brake-by-wire system and switching the braking system from the primary system to the backup system, the vehicle controller can count the number of braking operations performed using the backup system. If the number of braking operations is less than a preset first threshold, the controller executes the step of controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level. If the number of braking operations is greater than or equal to the first threshold, the controller does not execute the step of controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level.

[0080] For example, the initial braking count threshold can be 3 times. After detecting a failure in the main system of the brake-by-wire system, the vehicle controller first initializes the braking count to 0. Then, every time the driver presses the brake pedal, the backup system applies braking to the vehicle once, incrementing the braking count by 1. Simultaneously, the braking count is compared in real-time with the initial braking count threshold. If the braking count is less than 3, the vehicle speed is controlled to be less than or equal to the speed threshold corresponding to the target risk level. When the braking count reaches 3, the step of controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level is stopped, and the vehicle speed is controlled according to the normal control procedure.

[0081] The first-time braking threshold is a relatively small value, which can be 2, 3, 4, 5, 6, or 7. When the number of braking attempts reaches the first-time braking threshold, it indicates that the driver has used the backup system several times and has become accustomed to the increased braking force on the brake pedal.

[0082] It is understandable that when the number of braking attempts is less than the threshold for the first attempt, the vehicle speed is controlled to be less than or equal to the speed threshold corresponding to the target risk level. When the number of braking attempts is greater than or equal to the threshold for the first attempt, the vehicle speed is not controlled to be less than or equal to the speed threshold corresponding to the target risk level. The vehicle can be brought back to normal after the driver uses the backup system to brake a certain number of times. At this time, the backup system can be used for braking.

[0083] In this embodiment, when the number of times the backup system brakes the vehicle is less than the first threshold, the vehicle speed is controlled to be less than or equal to the speed threshold corresponding to the target risk level. When the number of times the backup system brakes the vehicle reaches the first threshold, the control of the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level is stopped. After the backup system brakes the vehicle multiple times, the control of the vehicle speed can be released, thereby meeting the driver's driving needs.

[0084] Optionally, a backup system for the brake-by-wire system brakes the vehicle, including: The rate of change of the braking force output by the backup system is controlled to be less than a preset second rate of change threshold.

[0085] Among them, the second rate of change threshold is a small value. When the rate of change of the braking force output by the backup system is less than the second rate of change threshold, the braking force output by the backup system changes slowly, which can prevent the vehicle's wheels from having a large slip rate.

[0086] In one implementation, after the primary system of the vehicle's brake-by-wire system fails, and the brake pedal is detected to be depressed while the regenerative braking system is unavailable, the backup system can be used directly to brake the vehicle. At this time, regardless of changes in the brake pedal opening, the rate of change of the braking force output by the braking system is kept below a pre-set second rate of change threshold to avoid sudden changes in braking force, thereby preventing potentially large wheel slippage.

[0087] It is understandable that when the rate of change of braking force is less than the second rate of change threshold, the amount of change of braking force output by the backup system is small per unit time. At this time, the peak value and fluctuation amplitude of the wheel slip rate are reduced, which can improve the stability of the vehicle.

[0088] It should be noted that before the rate of change of the braking force output by the backup system falls below a preset second rate of change threshold, the vehicle's status and road conditions can be detected. When the probability of a collision is determined to be low based on the vehicle's status and road conditions, the rate of change of the braking force output by the backup system is controlled to be less than the preset second rate of change threshold. However, when the probability of a collision is determined to be high based on the vehicle's status and road conditions, the rate of change of the braking force output by the backup system is not controlled, so that the backup system can provide sufficient braking force to the vehicle.

[0089] In this embodiment, when the main system of the online braking system fails and the backup system is used for braking, the rate of change of the braking force output by the backup system is controlled to be less than a preset second rate of change threshold. This can reduce the probability of a large wheel slip rate, thereby improving vehicle stability and thus vehicle safety.

[0090] Optionally, controlling the rate of change of the braking force output by the backup system to be less than a preset second rate of change threshold includes: The number of braking operations is determined by the number of times the backup system brakes the vehicle after the main system fails. When the number of braking operations is less than the second threshold, the rate of change of braking force output by the backup control system is less than the second rate of change threshold.

[0091] In one implementation, after detecting a failure in the primary system of the brake-by-wire system and switching the braking system from the primary system to the backup system, the vehicle controller can count the number of times the vehicle is braked using the backup system. When the number of braking operations is less than a preset second threshold, during the braking process using the backup system, the rate of change of the braking force output by the backup system is controlled to be less than the second rate of change threshold.

[0092] For example, the second threshold number can be 3 times. After detecting a failure in the main system of the brake-by-wire system, the vehicle controller first initializes the braking count to 0. Then, each time the driver presses the brake pedal, the backup system applies braking to the vehicle once, and the braking count is incremented by 1. During each braking process using the backup system, if the braking count is less than the second threshold number, the rate of change of the braking force output by the backup system is controlled to be less than a preset second rate of change threshold. If the braking count is greater than or equal to the second threshold number, the rate of change of the braking force output by the backup system is not controlled.

[0093] The second threshold is a smaller value, which can be 2, 3, 4, 5, 6, or 7. The second threshold can be equal to the first threshold. When the number of braking actions reaches the second threshold, it indicates that the backup system has been used for several braking actions, and the driver has become accustomed to the increased braking force on the brake pedal.

[0094] In this embodiment, when the number of times the backup system brakes the vehicle is less than a second threshold, the rate of change of the braking force output by the backup system is kept less than a second threshold during the braking process, which improves vehicle stability. When the number of times the backup system brakes the vehicle is greater than or equal to the second threshold, the rate of change of the braking force output by the backup system is not controlled. This allows control of the rate of change of braking force to cease after multiple braking operations by the backup system, thus satisfying various braking requirements of the vehicle.

[0095] Optionally, different risk levels correspond to different alert methods, with higher risk levels corresponding to stronger alerts. The method may also include: In the event of a main system failure, the driver will be notified of the main system failure in a manner corresponding to the target risk level.

[0096] In one implementation, different prompting methods can be set for each risk level, with higher risk levels resulting in stronger prompts. Using the example above, for a low-risk level, the corresponding prompt would be: illuminating the brake system malfunction indicator on the vehicle's dashboard and displaying the text "Braking system limited, please apply the brakes and pull over." For a medium-low risk level, the corresponding prompt would be: illuminating both the brake system malfunction indicator and the low-speed mode indicator on the vehicle's dashboard, and displaying the text "Braking system limited, please apply the brakes and pull over." For medium-risk levels, the corresponding prompts are as follows: the brake system malfunction indicator and low-speed mode indicator light will illuminate on the vehicle's dashboard, along with the text "Braking system limited, please apply the brakes and pull over," while a yellow warning light will flash around the dashboard, and a voice prompt will play "Braking system limited, please apply the brakes and pull over." For high-risk levels, the corresponding prompts are as follows: the brake system malfunction indicator and low-speed mode indicator light will illuminate on the vehicle's dashboard, along with the text "Braking system limited, please drive carefully, grip the steering wheel firmly, apply the brakes, and slow down to a stop," while a red warning light will flash around the dashboard, and a voice prompt will play "Braking system limited, please drive carefully, grip the steering wheel firmly, apply the brakes, and slow down to a stop."

[0097] For example, when a main system failure is determined and the target risk level corresponding to the current operating condition is determined to be a high risk level from multiple risk levels, while controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level, the vehicle controller can control the brake system fault light on the instrument panel to illuminate, control the low speed mode light on the instrument panel to illuminate, output the prompt text "Braking system limited, please drive carefully, grip the steering wheel firmly, step on the brake, and slow down to stop" on the instrument panel, while flashing a red warning around the instrument panel, and playing a voice prompt "Braking system limited, please drive carefully, grip the steering wheel firmly, step on the brake, and slow down to stop" through the vehicle's speakers.

[0098] It should be understood that the above are merely illustrative examples, and the prompting methods corresponding to different risk levels can be specifically set according to needs. This embodiment does not impose any restrictions on this.

[0099] In this embodiment of the application, after determining that the main system of the brake-by-wire system has failed, if the vehicle speed is less than or equal to the speed threshold corresponding to the target risk level, the driver is notified of the main system failure in a manner corresponding to the target risk level. This can provide the driver with an appropriate reminder, thereby improving the driver's ability to respond to the event of the main system failure and thus improving vehicle safety.

[0100] See Figure 2 , Figure 2 This is a schematic diagram illustrating the verification of a vehicle control method provided in an embodiment of this application. The method may include the following steps: Step 201: Determine whether the main system of the brake-by-wire system has failed.

[0101] Step 202: Determine the target risk level corresponding to the current working condition from multiple risk levels.

[0102] In this embodiment, during vehicle operation, the vehicle controller can monitor the brake-by-wire system in real time to determine whether the main system of the brake-by-wire system has failed. If the main system of the brake-by-wire system is determined to have failed, step 202 is executed to determine the target risk level corresponding to the current operating condition from multiple risk levels. If the main system of the brake-by-wire system is determined not to have failed, the process returns to step 201.

[0103] In addition, in the event of a main system failure, the driver will be notified of the main system failure in a manner corresponding to the target risk level.

[0104] Step 203: Determine if the brake pedal is depressed.

[0105] In this embodiment, after determining that the main system of the brake-by-wire system has failed, the vehicle controller determines whether the brake pedal has been depressed. If it is determined that the brake pedal has not been depressed, step 207 is executed to control the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level. If it is determined that the brake pedal has been depressed, step 204 is executed.

[0106] Step 204: Determine if the regenerative braking system is available.

[0107] Step 205: Use a regenerative braking system for braking.

[0108] Step 206: Use the backup system for braking.

[0109] In this embodiment, when the brake pedal is determined to be depressed, the vehicle controller determines whether the vehicle's regenerative braking system is available. If the regenerative braking system is available, step 205 is executed to brake the vehicle using the regenerative braking system. If the regenerative braking system is unavailable, step 206 is executed to brake the vehicle using the backup system. Furthermore, when controlling the regenerative braking system to brake the vehicle, a first prompt message is output; when controlling the backup system of the control-by-wire braking system to brake the vehicle, a second prompt message is output.

[0110] Furthermore, when using the backup system for braking, if the number of braking operations is less than the second threshold, the rate of change of the braking force output by the backup system is controlled to be less than the second rate of change threshold.

[0111] Step 207: Control the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level.

[0112] In this embodiment, when controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level, if it is determined that the current vehicle speed is greater than the speed threshold corresponding to the target risk level, the vehicle speed can be reduced to be less than or equal to the speed threshold corresponding to the target risk level by decreasing the vehicle's driving torque. If it is determined that the current vehicle speed is less than or equal to the speed threshold corresponding to the target risk level, the vehicle speed can be reduced to be less than or equal to the speed threshold corresponding to the target risk level by limiting the vehicle's driving torque. During the process of reducing the vehicle's driving torque, the rate of change of the driving torque is controlled to be less than a preset first rate of change threshold.

[0113] Simultaneously, when the vehicle's brake pedal is not depressed, a notification message is output to instruct the driver to switch the braking system from the primary system to the backup system. Upon receiving a confirmation command from the driver based on the notification message, the system does not perform the action of reducing the vehicle's drive torque.

[0114] Furthermore, when the number of braking attempts is less than the initial threshold, the vehicle speed is controlled to be less than or equal to the speed threshold corresponding to the target risk level. When the number of braking attempts is greater than or equal to the initial threshold, the vehicle speed is not controlled to be less than or equal to the speed threshold corresponding to the target risk level.

[0115] The above text combined Figures 1 to 2 The vehicle control method provided in the embodiments of this application has been described in detail; the following will be combined with Figure 3 and Figure 4 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0116] See Figure 3 , Figure 3 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. Figure 3 As shown, the vehicle control device 300 may include: The monitoring module 301 is used to monitor whether the main system of the vehicle's brake-by-wire system fails during vehicle operation. The determination module 302 is used to determine a target risk level corresponding to the current operating condition of the vehicle from multiple risk levels when the main system of the brake-by-wire system of the vehicle is detected to fail. The multiple risk levels correspond to different vehicle speed thresholds. The higher the risk level, the lower the corresponding vehicle speed threshold. The control module 303 is used to control the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level.

[0117] Optionally, the control module 303 is specifically configured to determine whether the current speed of the vehicle is greater than the speed threshold corresponding to the target risk level when the brake pedal of the vehicle is not depressed; if so, reduce the driving torque of the vehicle so that the speed of the vehicle is less than or equal to the speed threshold corresponding to the target risk level.

[0118] Optionally, the control module 303 is also configured to output notification information when the brake pedal is not depressed, to notify the driver that the braking system is switching from the main system to the backup system; and not to perform the action of reducing the driving torque of the vehicle when receiving a confirmation command input by the driver based on the notification information.

[0119] Optionally, the control module 303 is specifically used to control the rate of change of the driving torque to be less than a preset first rate of change threshold.

[0120] Optionally, the control module 303 is further configured to, in the event of a failure of the main system, determine whether the regenerative braking system of the vehicle is available when the brake pedal of the vehicle is depressed; if so, control the regenerative braking system to brake the vehicle and output a first prompt message to inform the driver that the main system has failed; if not, control the backup system of the brake-by-wire system to brake the vehicle and output a second prompt message to remind the driver to adjust the braking pressure applied to the brake pedal.

[0121] Optionally, the control module 303 is specifically used to determine the number of braking operations, which is the number of times the backup system brakes the vehicle after the main system failure is detected; when the number of braking operations is less than the first threshold, the vehicle speed is controlled to be less than or equal to the speed threshold corresponding to the target risk level.

[0122] Optionally, the control module 303 is specifically used to control the rate of change of the braking force output by the backup system to be less than a preset second rate of change threshold.

[0123] Optionally, the control module 303 is specifically used to determine the number of braking operations, wherein the number of braking operations is the number of times the backup system is controlled to brake the vehicle after the main system fails; when the number of braking operations is less than a second threshold, the rate of change of the braking force output by the backup system is controlled to be less than the second rate of change threshold.

[0124] Optionally, the multiple risk levels correspond to different prompting methods. The higher the risk level, the stronger the prompting intensity of the corresponding prompting method. The control module 303 is also used to prompt the driver that the main system has failed in the event of a failure of the main system using the prompting method corresponding to the target risk level.

[0125] See Figure 4 , Figure 4 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. For example... Figure 4 As shown, the vehicle 400 is, for example, a server, including: a memory 401 and a processor 402, wherein the memory 401 stores executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a vehicle control method.

[0126] Furthermore, embodiments of this application also protect a vehicle control device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.

[0127] This embodiment can divide the device into functional modules according to the above method example. For example, each module can correspond to a separate functional module, or two or more functions can be integrated into one output module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0128] When the functional modules are divided according to their respective functions, the device may also include a determining module, a replacing module, and a controlling module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0129] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0130] When using an integrated unit, the device may include a determination module and a control module. Specifically, when the device is applied to a vehicle, the output module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code, etc.

[0131] The output module can be a processor or a body setup module, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor can also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module can be a memory.

[0132] This embodiment also provides a readable storage medium storing executable program code. When the executable program code is run on a vehicle, it causes the vehicle to perform the aforementioned method steps to implement a vehicle control method provided in the above embodiment.

[0133] This embodiment also provides a program product that, when run on a vehicle, causes the vehicle to perform the aforementioned related steps to achieve a vehicle control method provided in the above embodiment.

[0134] In this embodiment, the device, readable storage medium, program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0135] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0136] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0137] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: During vehicle operation, monitor whether the main system of the vehicle's brake-by-wire system fails; If so, then determine the target risk level corresponding to the current operating condition of the vehicle from multiple risk levels. The multiple risk levels correspond to different vehicle speed thresholds. The higher the risk level, the lower the corresponding vehicle speed threshold. Control the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level.

2. The method as described in claim 1, characterized in that, Controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level includes: When the vehicle's brake pedal is not depressed, determine whether the vehicle's current speed is greater than the speed threshold corresponding to the target risk level; If so, reduce the driving torque of the vehicle so that the vehicle speed is less than or equal to the speed threshold corresponding to the target risk level.

3. The method as described in claim 2, characterized in that, The method further includes: When the brake pedal is not depressed, a notification message is output to notify the driver that the braking system is switching from the primary system to the backup system of the brake-by-wire system; Upon receiving a confirmation command from the driver based on the notification information, the action of reducing the driving torque of the vehicle is not performed.

4. The method as described in claim 2, characterized in that, The reduction of the vehicle's drive torque includes: The rate of change of the driving torque is controlled to be less than a preset first rate of change threshold.

5. The method as described in claim 1, characterized in that, The method further includes: In the event of a failure of the main system, when the vehicle's brake pedal is depressed, determine whether the vehicle's regenerative braking system is available; If so, the regenerative braking system is controlled to brake the vehicle, and a first warning message is output to alert the driver that the main system has failed. If not, the backup system of the brake-by-wire system is controlled to brake the vehicle and output a second prompt message to remind the driver to adjust the braking pressure applied to the brake pedal.

6. The method as described in claim 5, characterized in that, Controlling the vehicle speed to be less than or equal to the speed threshold corresponding to the target risk level includes: The number of braking operations is determined, which is the number of times the backup system is controlled to brake the vehicle after the main system fails. When the number of braking attempts is less than the first threshold, the vehicle speed is controlled to be less than or equal to the speed threshold corresponding to the target risk level.

7. The method as described in claim 5, characterized in that, The backup system controlling the brake-by-wire system brakes the vehicle, including: The rate of change of the braking force output by the backup system is controlled to be less than a preset second rate of change threshold.

8. The method as described in claim 7, characterized in that, The control that the rate of change of the braking force output by the backup system is less than a preset second rate of change threshold includes: The number of braking operations is determined, which is the number of times the backup system is controlled to brake the vehicle after the main system fails. When the number of braking operations is less than the second threshold, the rate of change of the braking force output by the backup system is controlled to be less than the second rate of change threshold.

9. The method according to any one of claims 1-8, characterized in that, The multiple risk levels each correspond to different prompting methods. The higher the risk level, the stronger the prompting intensity of the corresponding method. The method further includes: In the event of a failure of the main system, the driver will be notified of the main system failure in a manner corresponding to the target risk level.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

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