Vehicle redundant braking method, system, equipment and medium

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle redundant braking method, system and device and a medium, and the method comprises the steps that in response to a redundant braking request, a corresponding total braking demand is determined, and the real-time energy recovery braking capacity of a vehicle control unit is obtained; whether the real-time energy recovery braking capacity meets the total braking requirement or not is judged, and if yes, the vehicle control unit is controlled to provide the energy recovery braking capacity corresponding to the total braking requirement; if not, the vehicle control unit is controlled to provide the real-time energy recovery braking capacity, an electronic parking braking controller is controlled to provide supplementary braking capacity, and the supplementary braking capacity is used for acting together with the real-time energy recovery braking capacity to meet the total braking requirement. The system has the beneficial effects that the energy consumption of the system is optimized, and accurate and controllable braking is guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle redundant braking method, system, device and medium. Background Technology

[0002] As vehicles become increasingly intelligent, intelligent driving functions place higher demands on the reliability of vehicle execution systems, especially braking systems. These systems must have redundant backups to provide sufficient deceleration capacity even if a single primary system fails. Currently, related technologies for achieving longitudinal braking redundancy rely on additional dedicated hardware (such as redundant brake controllers and additional electronic control units). While this achieves safety goals, it inevitably increases system complexity and overall vehicle cost. Summary of the Invention

[0003] This application provides a vehicle redundant braking method, system, device and medium, which solves the technical problem of system complexity caused by the reliance on additional hardware in related technologies, and achieves the technical effect of optimizing system energy consumption and ensuring precise and controllable braking.

[0004] To achieve the above objectives, the main technical solutions adopted in this application include: In a first aspect, embodiments of this application provide a vehicle redundant braking method, the method comprising: responding to a redundant braking request, determining a corresponding total braking demand, and obtaining the real-time energy recovery braking capability of a vehicle controller; determining whether the real-time energy recovery braking capability meets the total braking demand; if it does, controlling the vehicle controller to provide energy recovery braking capability corresponding to the total braking demand; if it does not, controlling the vehicle controller to provide the real-time energy recovery braking capability, and controlling the electronic parking brake controller to provide supplementary braking capability, wherein the supplementary braking capability is used to work together with the real-time energy recovery braking capability to achieve the total braking demand.

[0005] The vehicle redundancy braking method provided in this application, under the condition of integrated braking system failure, intelligently integrates and dynamically coordinates the originally functionally independent and passively responding vehicle controller and electronic parking brake controller through innovative control logic. It fully utilizes the energy recovery braking capability of the vehicle controller and the supplementary braking capability of the electronic parking brake controller to distribute braking force as needed. Longitudinal braking redundancy can be achieved without adding extra hardware, thus optimizing system energy efficiency and ensuring the controllability of the braking process.

[0006] Optionally, the vehicle controller is configured to provide a braking deceleration of not less than a first preset value; and / or, the electronic parking brake controller is configured to provide a braking deceleration of not less than a second preset value.

[0007] By setting explicit lower limits for braking deceleration performance for both the vehicle control unit (VCU) and the electronic parking brake controller (EPB controller), the system ensures that even after a One-Box failure, the EPB controller and VCU can still provide deterministic braking capabilities that meet basic safety requirements, thus enhancing the reliability and controllability of the overall system response. Furthermore, these preset values ​​provide clear constraints and verification standards for the upper-level controller's braking request decomposition, resource scheduling, and system safety assessment, improving the design determinism and safety level of the redundant braking system.

[0008] Optionally, the absolute value of the first preset value is 3 m / s 2 ; and / or, the absolute value of the second preset value is 2 m / s 2 .

[0009] The sum of the first and second preset values ​​is 5 m / s², which corresponds to the common performance requirements for redundant braking systems in the field of intelligent driving. This ensures that the industry-recognized level of redundant braking safety can still be achieved without adding hardware.

[0010] Optionally, obtaining the real-time energy recovery braking capability of the vehicle controller includes: determining the real-time energy recovery braking capability of the vehicle controller based on the current vehicle state parameters; wherein the current vehicle state parameters include at least one of vehicle speed, battery state of charge, motor temperature, and battery temperature.

[0011] By dynamically evaluating the real-time energy recovery braking capability of the vehicle controller using current vehicle status parameters, the system can accurately perceive its own redundant resources under any operating condition. This avoids the safety risk of insufficient braking due to overestimating the VCU capability or the waste of efficiency due to underestimating the capability, and provides an accurate decision-making basis for subsequent reliable and efficient coordinated distribution of braking force.

[0012] Optionally, determining whether the real-time energy recovery braking capability meets the total braking requirement includes: determining the required total braking force based on the total braking requirement; determining the maximum energy recovery braking force that the vehicle controller can currently provide based on the real-time energy recovery braking capability; if the maximum energy recovery braking force is greater than or equal to the total braking force, it is determined to meet the requirement; otherwise, it is determined to not meet the requirement.

[0013] By quantifying total braking demand and real-time energy recovery braking capacity into comparable braking forces, and comparing their magnitudes, the system can clearly determine whether to enter a single actuator or dual actuator coordinated operating mode. This decision-making mechanism based on quantitative comparison ensures the real-time nature of the system response, the consistency of decisions, and the controllability of the braking process.

[0014] Optionally, if satisfied, the vehicle controller is controlled to provide energy recovery braking capability corresponding to the total braking demand, including: controlling the vehicle controller to provide energy recovery braking force equal to the total braking force.

[0015] When the real-time energy recovery braking capacity meets the total braking demand, precise on-demand control is achieved by controlling the vehicle controller to provide energy recovery braking force equal to the total braking force. While ensuring the braking target is achieved, the VCU is instructed to output braking force precisely to meet the demand, maximizing energy recovery efficiency while ensuring smooth braking.

[0016] Optionally, if the conditions are not met, the vehicle controller is controlled to provide the real-time energy recovery braking capability, and the electronic parking brake controller is controlled to provide supplementary braking capability, including: controlling the vehicle controller to provide the maximum energy recovery braking force; determining the supplementary braking force based on the vector difference between the total braking force and the maximum energy recovery braking force; and controlling the electronic parking brake controller to provide the supplementary braking force.

[0017] By controlling the VCU to output its full real-time energy recovery capacity, the efficient braking resource of energy recovery is prioritized and fully utilized. Based on the precise vector difference between the required total braking force and the maximum energy recovery braking force, the supplementary braking force of the EPB controller is dynamically calculated, achieving seamless connection and precise matching of the two heterogeneous braking methods. While avoiding the waste of braking capacity, the intervention ratio and energy loss of friction braking are minimized, achieving the optimization of system energy efficiency and the smooth and controllable braking process.

[0018] Secondly, embodiments of this application provide a vehicle redundant braking system, the system comprising: an acquisition module, configured to, in response to a redundant braking request, determine the corresponding total braking demand and acquire the real-time energy recovery braking capability of the vehicle controller; and a braking module, configured to, determine whether the real-time energy recovery braking capability meets the total braking demand; if it does, control the vehicle controller to provide the energy recovery braking capability corresponding to the total braking demand; if it does not, control the vehicle controller to provide the real-time energy recovery braking capability and control the electronic parking brake controller to provide supplementary braking capability, wherein the supplementary braking capability is used to work together with the real-time energy recovery braking capability to achieve the total braking demand.

[0019] Thirdly, embodiments of this application provide a computer device, including: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to perform the above-described vehicle redundant braking method.

[0020] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer instructions, which are used to cause a computer to execute the above-described vehicle redundant braking method.

[0021] Fifthly, embodiments of this application provide a computer program product, including computer instructions, which are used to cause a computer to execute the above-described vehicle redundant braking method. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 A flowchart of a vehicle redundant braking method provided in this application embodiment; Figure 2 A schematic diagram of the redundant braking execution framework provided in the embodiments of this application; Figure 3 A schematic diagram of the redundant braking execution framework provided in the embodiments of this application; Figure 4 A schematic diagram of a vehicle redundant braking system provided in this application embodiment; Figure 5 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0025] With the continuous improvement of automotive intelligence, vehicles equipped with Level 3 and above advanced intelligent driving functions are gradually becoming a development trend. These vehicles place extremely high demands on system safety, especially the reliability of the braking system. To achieve functional safety goals, the braking system must have redundancy capabilities, meaning that even if a single point of failure occurs in the main braking system, the system can still provide sufficient braking capacity to ensure controllable and safe deceleration of the vehicle. Currently, the industry mainly uses the following system architecture solutions to achieve redundant braking: 1) One-Box (Integrated Braking System) + RBU (Redundancy Brake Unit) Solution. This solution adds a separate redundant brake controller (RBU) as a backup to the mainstream integrated braking system (One-Box). When the One-Box fails, the RBU takes over and provides braking pressure. The disadvantage of this solution is the introduction of dedicated RBU hardware, which significantly increases system cost and layout space.

[0026] 2) Electronic Hydraulic Brake (EHB) + Electronic Stability Control (ESC) solution. EHB serves as the main braking system, and ESC as a redundant system. This solution typically requires two independent electronic control units (ECUs), and also suffers from system complexity and high cost.

[0027] 3) Brake-by-wire system + ESC solution. This solution uses a brake-by-wire system as the main system and an ESC as a redundant system. This type of solution also faces the challenges of increased cost and system integration complexity due to redundant components (the ESC acting as a redundant actuator).

[0028] The common thread in the aforementioned technical solutions is that they all achieve redundancy by adding or designating a dedicated, fully functional backup braking unit (such as an RBU or ESC). While this approach meets performance requirements, it inevitably leads to increased hardware costs and a more complex system architecture. How to ensure that the redundant braking performance requirements of high-order autonomous driving (e.g., providing a deceleration of at least -5 m / s² after a failure) are met, while avoiding the addition of extra dedicated hardware, effectively controlling system costs, and simplifying the system architecture, has become a pressing technical problem in this field.

[0029] This application provides a vehicle redundant braking method applicable to electric vehicles (including pure electric, hybrid, and range-extended electric vehicles) that include an integrated braking system (One-Box) as the main braking system, a vehicle control unit (VCU), and an electronic parking brake controller, i.e., an EPB (Electrical Parking Brake) controller. It should be noted that the steps shown in the flowcharts can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowcharts, in some cases, the steps shown or described may be executed in a different order than that presented here.

[0030] Please refer to Figure 1 , Figure 1A flowchart of a vehicle redundant braking method provided in this application embodiment is shown below. Figure 1 As shown, the process includes the following steps: Step S1: In response to the redundant braking request, determine the corresponding total braking demand and obtain the real-time energy recovery braking capability of the vehicle controller.

[0031] Redundant braking request refers to a degraded braking command issued by the intelligent driving controller (i.e., the upper-level controller) to maintain the vehicle's basic braking function after the integrated braking system (One-Box) is determined to have failed. In practical applications, the core parameter of the redundant braking request can be the target deceleration value. The system needs to convert this command into a specific executable physical quantity, namely the total braking demand, which is expressed as the total braking force required to achieve the target deceleration.

[0032] In redundant braking mode, regenerative braking coordinated by the vehicle control unit (VCU) is considered a highly efficient and low-cost braking method because it utilizes the vehicle's existing drive system and can recover energy. Real-time regenerative braking capability refers to the maximum braking torque or deceleration that can be provided by the drive motor for energy recovery (converting kinetic energy into electrical energy for storage) under the current instantaneous vehicle condition. In the embodiments of this application, the real-time regenerative braking capability of the VCU is prioritized and considered the first available braking resource.

[0033] Step S3: Determine whether the real-time energy recovery braking capability meets the total braking demand. If it does, control the vehicle controller to provide energy recovery braking capability corresponding to the total braking demand. If it does not meet the demand, control the vehicle controller to provide the real-time energy recovery braking capability and control the electronic parking brake controller to provide supplementary braking capability. The supplementary braking capability is used to work together with the real-time energy recovery braking capability to achieve the total braking demand.

[0034] The Electronic Parking Brake Controller (EPB controller) provides supplementary braking capability by directly acting on the caliper friction pads to clamp the brake disc via a drive motor, thereby generating frictional braking torque. When the real-time energy recovery braking capability of the Vehicle Control Unit (VCU) cannot independently meet the total braking demand, the system decomposes and distributes the total braking task to the VCU and EPB controller for collaborative execution. Specifically, the VCU outputs braking force according to its maximum real-time energy recovery capability, the system calculates the remaining braking force gap, and assigns this portion of the braking task to the EPB controller for completion.

[0035] By prioritizing and fully utilizing the real-time braking capability of the VCU, the utilization of energy recovery, a zero-fuel-consumption braking method, is maximized. The EPB controller's friction braking only intervenes as needed when energy recovery is insufficient, effectively reducing traditional braking losses and contributing to an increase in the vehicle's driving range. In emergency situations where the integrated braking system (One-Box) fails, intelligent collaborative control integrates the originally independent and passively responding VCU and EPB controller into an active, collaborative, and intelligent redundant braking system, significantly improving the safety level and reliability of the braking system without adding extra hardware.

[0036] The vehicle redundancy braking method provided in this application, under the condition of integrated braking system failure, intelligently integrates and dynamically coordinates the originally functionally independent and passively responding vehicle controller and electronic parking brake controller through innovative control logic. It fully utilizes the energy recovery braking capability of the vehicle controller and the supplementary braking capability of the electronic parking brake controller to distribute braking force as needed. Longitudinal braking redundancy can be achieved without adding extra hardware, thus optimizing system energy efficiency and ensuring the controllability of the braking process.

[0037] In some specific embodiments, the vehicle controller is configured to provide a braking deceleration of not less than a first preset value; and / or, the electronic parking brake controller is configured to provide a braking deceleration of not less than a second preset value.

[0038] By setting explicit lower limits for braking deceleration performance for both the vehicle control unit (VCU) and the electronic parking brake controller (EPB controller), the system ensures that even after a One-Box failure, the EPB controller and VCU can still provide deterministic braking capabilities that meet basic safety requirements, thus enhancing the reliability and controllability of the overall system response. Furthermore, these preset values ​​provide clear constraints and verification standards for the upper-level controller's braking request decomposition, resource scheduling, and system safety assessment, improving the design determinism and safety level of the redundant braking system.

[0039] In some specific embodiments, the absolute value of the first preset value is 3 m / s 2 ; and / or, the absolute value of the second preset value is 2 m / s 2 .

[0040] The sum of the first and second preset values ​​is 5 m / s 2 Corresponding to the common performance requirements for redundant braking systems in the field of intelligent driving, it can ensure that the industry-recognized level of redundant braking safety can still be achieved without adding hardware.

[0041] In some specific embodiments, obtaining the real-time energy recovery braking capability of the vehicle controller includes: determining the real-time energy recovery braking capability of the vehicle controller based on the current vehicle state parameters; wherein the current vehicle state parameters include at least one of vehicle speed, battery state of charge, motor temperature, and battery temperature.

[0042] In practical applications, the vehicle control unit (VCU) has a pre-stored basic mapping table of "vehicle speed - maximum regenerative torque". The maximum regenerative braking torque is obtained by looking up the table based on the current real-time vehicle speed, and this basic value is dynamically corrected and limited by considering real-time vehicle status parameters such as battery state of charge, battery temperature, and motor temperature. The corrected torque value is then converted to obtain the corresponding braking deceleration, thereby determining the final real-time energy recovery braking capability.

[0043] By dynamically evaluating the real-time energy recovery braking capability of the vehicle controller using current vehicle status parameters, the system can accurately perceive its own redundant resources under any operating condition. This avoids the safety risk of insufficient braking due to overestimating the VCU capability or the waste of efficiency due to underestimating the capability, and provides an accurate decision-making basis for subsequent reliable and efficient coordinated distribution of braking force.

[0044] In some specific embodiments, determining whether the real-time energy recovery braking capability meets the total braking requirement includes: determining the required total braking force based on the total braking requirement; determining the maximum energy recovery braking force that the vehicle controller can currently provide based on the real-time energy recovery braking capability; if the maximum energy recovery braking force is greater than or equal to the total braking force, it is determined that the requirement is met; otherwise, it is determined that the requirement is not met.

[0045] By quantifying total braking demand and real-time energy recovery braking capacity into comparable braking forces, and comparing their magnitudes, the system can clearly determine whether to enter a single actuator (VCU independently) or dual actuator collaborative (VCU and EPB controller collaboratively) operating mode. This decision-making mechanism based on quantitative comparison ensures the real-time nature of the system response, the consistency of decisions, and the controllability of the braking process.

[0046] In some specific embodiments, if the conditions are met, the vehicle controller is controlled to provide energy recovery braking capability corresponding to the total braking demand, including: controlling the vehicle controller to provide energy recovery braking force equal to the total braking force.

[0047] When the real-time energy recovery braking capacity meets the total braking demand, precise on-demand control is achieved by controlling the vehicle controller to provide energy recovery braking force equal to the total braking force. While ensuring the braking target is achieved, the VCU is instructed to output braking force precisely to meet the demand, maximizing energy recovery efficiency while ensuring smooth braking.

[0048] In some specific embodiments, if the conditions are not met, the vehicle controller is controlled to provide the real-time energy recovery braking capability, and the electronic parking brake controller is controlled to provide supplementary braking capability, including: controlling the vehicle controller to provide the maximum energy recovery braking force; determining the supplementary braking force based on the vector difference between the total braking force and the maximum energy recovery braking force; and controlling the electronic parking brake controller to provide the supplementary braking force.

[0049] By controlling the VCU to output its full real-time energy recovery capacity, the efficient braking resource of energy recovery is prioritized and fully utilized. Based on the precise vector difference between the required total braking force and the maximum energy recovery braking force, the supplementary braking force of the EPB controller is dynamically calculated, achieving seamless connection and precise matching of the two heterogeneous braking methods. While avoiding the waste of braking capacity, the intervention ratio and energy loss of friction braking are minimized, achieving the optimization of system energy efficiency and the smooth and controllable braking process.

[0050] In some specific implementations, the vehicle is equipped with dual-channel (dual-chip) wheel speed sensors to collect the rotational speed signals of each wheel in real time. One wheel speed sensor signal is directly connected to the integrated braking system (One-Box), providing it with the wheel speed information required for conventional anti-lock braking and stability control. The other wheel speed sensor signal is independently connected to a redundant braking actuator, specifically the electronic parking brake controller or the vehicle controller. This dual-channel independent sensing configuration ensures that even if the main braking system (i.e., the integrated braking system) fails or its signal link is interrupted, the redundant braking system can still independently obtain accurate wheel status information, thereby independently executing safety control logic such as anti-lock braking to prevent wheel lock-up during braking.

[0051] In some specific implementations, the intelligent driving controller, integrated braking system (One-Box), electronic parking brake controller (EPB controller), and vehicle control unit (VCU) are interconnected via an onboard CAN bus network to form a vehicle braking control matrix. The intelligent driving controller, acting as the initiator of braking requests, can send braking commands to the One-Box, EPB controller, and VCU via the CAN bus and receive status feedback. The EPB controller and VCU also exchange braking requests and capability information via the CAN bus.

[0052] In some specific embodiments, the vehicle redundant braking method provided in this application includes the following process: 1) System Status Monitoring and Failure Determination. During vehicle operation, the intelligent driving controller continuously monitors the status signals of the integrated braking system (One-Box) (such as heartbeat signals, self-test status, fault codes, etc.). When a One-Box status signal is lost, a communication timeout occurs, or a clear fault indicator is received, the intelligent driving controller determines that the main braking system has failed.

[0053] 2) Braking Degradation and Redundant Braking Request Issuance. Upon determining a primary system failure, the intelligent driving controller immediately performs a braking degradation operation. For example, the original braking deceleration request (e.g., -7 m / s²) is downgraded to a safe target value that the redundant system can handle (e.g., -5 m / s² or -0.5g). Subsequently, the intelligent driving controller generates a redundant braking request containing the downgraded target deceleration and issues it via the CAN bus.

[0054] 3) Redundant main control unit activation and total demand determination. Redundant braking requests can be received by preset redundant main control units. Please refer to [link / reference]. Figure 2 and Figure 3 , Figure 2 and Figure 3 This is a schematic diagram of a redundant braking execution framework provided in an embodiment of this application. Depending on the system configuration, the redundant main control unit can be an EPB controller (such as...). Figure 2 (as shown) or VCU (such as) Figure 3 (As shown). After receiving a redundant braking request, the redundant main control unit calculates or maps the total braking demand (represented as total braking force or total deceleration value) required to achieve the deceleration based on the target deceleration parameters and information such as vehicle mass. 4) Real-time VCU Capability Assessment and Decision-Making. The redundant main control unit acquires the real-time energy recovery braking capability from the vehicle controller (VCU). This capability is dynamically assessed by the VCU based on real-time vehicle state parameters such as current vehicle speed, battery state of charge (SOC), battery temperature, and motor temperature, representing the maximum braking force or deceleration that can be safely provided through energy recovery via the drive motor. Subsequently, the system determines whether this real-time energy recovery braking capability meets the total braking requirements.

[0055] 5) Cooperative Braking Execution. If the VCU's real-time capability meets the total braking demand, the redundant main control unit controls the motor driven by the motor control unit (MCU) through the VCU to provide energy recovery braking force precisely matched to the total braking demand. In this case, the EPB controller does not operate. If the VCU's real-time capability does not meet the total braking demand, the redundant main control unit performs cooperative control, including: controlling the motor drive by the MCU through the VCU to provide its full maximum energy recovery braking force; calculating the difference between the total braking force and the maximum energy recovery braking force to determine the supplementary braking force that needs to be provided by the EPB controller; and controlling the EPB controller to instruct the EPB caliper to perform service braking, providing the aforementioned calculated supplementary braking force.

[0056] Throughout the redundant braking process, the independent wheel speed sensors connected to the redundant braking system continuously provide wheel speed signals, which are used by the redundant main control unit to monitor the wheel slip ratio and intervene when necessary to prevent wheel lock-up and ensure braking stability.

[0057] Accordingly, please refer to Figure 4 , Figure 4 This is a schematic diagram of a vehicle redundant braking system provided in an embodiment of this application, as shown below. Figure 4 As shown, the system includes: an acquisition module, configured to determine the corresponding total braking demand in response to a redundant braking request, and acquire the real-time energy recovery braking capability of the vehicle controller; and a braking module, configured to determine whether the real-time energy recovery braking capability meets the total braking demand. If it does, the module controls the vehicle controller to provide the energy recovery braking capability corresponding to the total braking demand; if it does not, the module controls the vehicle controller to provide the real-time energy recovery braking capability and controls the electronic parking brake controller to provide supplementary braking capability, wherein the supplementary braking capability works in conjunction with the real-time energy recovery braking capability to achieve the total braking demand.

[0058] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0059] In this embodiment, the vehicle redundant braking system is presented in the form of functional units. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0060] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application, such as... Figure 5As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 5 Take a processor 10 as an example.

[0061] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0062] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.

[0063] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0064] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0065] The computer device also includes a communication interface 30 for communicating with other devices or communication networks.

[0066] This application also provides a computer-readable storage medium. The methods described in this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded over a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the methods shown in the above embodiments are implemented.

[0067] This application provides a computer program product including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the method of any embodiment of this application.

[0068] The systems and modules described in the above embodiments can be implemented by computer chips or physical entities, or by products with certain functions. A typical implementation device is a computer. Specifically, a computer can be, for example, a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email device, game console, tablet computer, wearable device, or any combination of these devices.

[0069] For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0070] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0071] This application is described with reference to flowchart illustrations and / or block diagrams of methods, systems, and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0072] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0073] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0074] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0075] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on its differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0076] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0077] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle redundant braking method, characterized in that, The method includes: In response to redundant braking requests, determine the corresponding total braking demand and obtain the real-time energy recovery braking capability of the vehicle controller; Determine whether the real-time energy recovery braking capability meets the total braking demand. If it does, control the vehicle controller to provide energy recovery braking capability corresponding to the total braking demand. If it does not meet the demand, control the vehicle controller to provide the real-time energy recovery braking capability and control the electronic parking brake controller to provide supplementary braking capability. The supplementary braking capability is used to work together with the real-time energy recovery braking capability to achieve the total braking demand.

2. The method according to claim 1, characterized in that, The vehicle controller is configured to provide a braking deceleration of not less than a first preset value; and / or, the electronic parking brake controller is configured to provide a braking deceleration of not less than a second preset value.

3. The method according to claim 2, characterized in that, The absolute value of the first preset value is 3 m / s 2 ; and / or, the absolute value of the second preset value is 2 m / s 2 .

4. The method according to claim 1, characterized in that, Obtain the real-time energy recovery braking capability of the vehicle controller, including: Based on the current vehicle status parameters, the real-time energy recovery braking capability of the vehicle controller is determined; wherein the current vehicle status parameters include at least one of vehicle speed, battery state of charge, motor temperature, and battery temperature.

5. The method according to claim 1, characterized in that, Determining whether the real-time energy recovery braking capability meets the total braking demand includes: Based on the total braking demand, determine the required total braking force; Based on the real-time energy recovery braking capability, determine the maximum energy recovery braking force that the vehicle controller can currently provide; If the maximum energy recovery braking force is greater than or equal to the total braking force, it is determined that the condition is met; otherwise, it is determined that the condition is not met.

6. The method according to claim 5, characterized in that, If satisfied, the vehicle controller is controlled to provide energy recovery braking capability corresponding to the total braking demand, including: The vehicle controller provides an energy recovery braking force equal to the total braking force.

7. The method according to claim 5, characterized in that, If the conditions are not met, the vehicle controller is controlled to provide the real-time energy recovery braking capability, and the electronic parking brake controller is controlled to provide supplementary braking capability, including: The vehicle controller provides the maximum energy recovery braking force. The supplementary braking force is determined based on the vector difference between the total braking force and the maximum energy recovery braking force; The electronic parking brake controller provides the supplementary braking force.

8. A vehicle redundant braking system, characterized in that, The system includes: The acquisition module is used to respond to redundant braking requests, determine the corresponding total braking demand, and acquire the real-time energy recovery braking capability of the vehicle controller. The braking module is used to determine whether the real-time energy recovery braking capability meets the total braking demand. If it does, it controls the vehicle controller to provide energy recovery braking capability corresponding to the total braking demand. If it does not, it controls the vehicle controller to provide the real-time energy recovery braking capability and controls the electronic parking brake controller to provide supplementary braking capability. The supplementary braking capability is used to work together with the real-time energy recovery braking capability to achieve the total braking demand.

9. A computer device, characterized in that, include: A memory and a processor are interconnected, the memory storing computer instructions, and the processor executing the computer instructions to perform the vehicle redundant braking method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the vehicle redundant braking method according to any one of claims 1 to 7.

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