Braking state analysis method, vehicle and medium

Abstract

The invention discloses a brake state analysis method, a vehicle and a medium, a brake pedal is connected with a brake push rod, the brake pedal is in mechanical linkage with a two-way switch, and the method comprises the steps that a stroke signal corresponding to the brake push rod is determined based on displacement information of the brake push rod, and determining a switching signal corresponding to the two-way switch based on the switching state of the two-way switch, combining the stroke signal and the switching signal to obtain a first braking state code, and determining an analysis result of the braking state based on the first braking state code and a preset mapping relation between the braking state code and the braking state. According to the invention, unified representation and fusion judgment can be carried out on the signals acquired by the sensor, the signals are prevented from being isolated or simply compared, and a comprehensive brake state code which can be efficiently processed is formed. The capability of analyzing the braking state is improved, and the safety of vehicle driving is guaranteed.

Description

Technical Field

[0001] This application belongs to the field of vehicle braking technology, specifically relating to a braking state analysis method, a vehicle, and a medium. Background Technology

[0002] With the development of intelligent and autonomous driving technologies in new energy vehicles, the accuracy and reliability requirements for brake pedal state perception, as a key actuator, are increasing. Currently, brake pedal state detection technologies mainly rely on a single signal source or a simple dual-redundancy design.

[0003] However, existing detection technologies have significant limitations in practical applications. Due to the single signal source or simple redundant design, the system is susceptible to specific electromagnetic interference, mechanical wear, or hydraulic fluctuations, making it difficult to guarantee the accuracy of identifying the basic state of the brake pedal, such as whether it is depressed or released. Therefore, how to accurately identify the brake pedal state has become one of the hot research topics today. Summary of the Invention

[0004] The purpose of this application is to provide a braking state analysis method, a vehicle, and a medium.

[0005] In a first aspect, embodiments of this application provide a braking state analysis method, wherein a brake pedal is connected to a brake push rod, and the brake pedal is mechanically linked to a dual-circuit switch, the method comprising: The stroke signal corresponding to the brake push rod is determined based on the displacement information of the brake push rod, and the switching signal corresponding to the dual-way switch is determined based on the switching state of the dual-way switch. The stroke signal and the switch signal are combined to obtain the first braking state code; The analysis result of the braking state is determined based on the first braking state code and the preset mapping relationship between the braking state code and the braking state.

[0006] Secondly, embodiments of this application provide a vehicle, characterized in that it includes a processor, a memory, and a program or instructions stored in the memory and capable of running on the processor, wherein the program or instructions, when executed by the processor, implement the method described above. Thirdly, embodiments of this application provide a readable storage medium on which a program or instructions are stored, and when the program or instructions are executed by a processor, they implement the method described above.

[0007] The embodiments of this application have the following advantages: This application determines the stroke signal corresponding to the brake push rod based on the displacement information of the brake push rod, and determines the corresponding switch signal of the dual-way switch based on the switch state of the dual-way switch. This application has abundant signal sources and is not easily affected by specific electromagnetic interference, mechanical wear, or hydraulic fluctuations, thus improving the accuracy of identifying the basic states of the brake pedal, such as whether it is depressed or released. This application obtains a first braking state code by combining the stroke signal and the switch signal. This application can uniformly represent and fuse the signals collected by the sensors, avoiding isolated or simple comparisons of signals, forming a comprehensive and efficiently processed braking state code. This application determines the analytical result of the braking state based on the first braking state code and the preset mapping relationship between the braking state code and the braking state. This can accurately analyze complex operating conditions reflected by multiple signals, reducing the risk of misjudgment of the state, improving the ability to collaboratively judge the fault states of various components of the braking system, and thus fully ensuring the safety of vehicle operation. Attached Figure Description

[0008] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0009] Figure 1 This is a flowchart illustrating the steps of a braking state analysis method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a braking state analysis system provided in an embodiment of this application; Figure 3 This is a logic flowchart of braking state analysis provided in one embodiment of this application; Figure 4 This is a logic flowchart of another braking state analysis provided in an embodiment of this application. Detailed Implementation

[0010] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the various embodiments of this application will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will understand that many technical details have been presented in the various embodiments of this application to enable readers to better understand this application. However, the technical solutions claimed in this application can be implemented even without these technical details and various changes and updates based on the following embodiments. The division of the various embodiments below is for the convenience of description and should not constitute any limitation on the specific implementation of this application. The various embodiments can be combined with and referenced by each other without contradiction.

[0011] Current technologies for detecting brake pedal status in new energy vehicle braking systems primarily rely on a single signal source or a simple dual-redundancy design. Existing technologies either use only a single stroke or pressure sensor for determination or introduce backup signals of the same type and a simple voting mechanism. The common limitation of these designs is that the physical dimension of the signal source is singular, and the decision-making logic is relatively basic.

[0012] Specifically, firstly, existing technologies rely on single or homogeneous signals, making the system susceptible to specific types of interference. For example, electromagnetic interference affects electrical signals, and mechanical wear affects displacement signals, leading to a decrease in the accuracy of recognizing the true state of the brake drum pedal, such as whether it is pressed or released, and posing a risk of misjudgment.

[0013] Secondly, existing technologies lack the ability to identify and warn of minor fault conditions such as sensor performance degradation, signal drift, or intermittent faults in fault condition assessment, and only passively switch over after a fault occurs.

[0014] Finally, even with dual redundancy designs, existing technologies are mostly limited to simple backups or mechanical backups of similar signals, failing to achieve deep fusion and cross-verification between heterogeneous signals based on different physical principles. This results in weak system resilience to common-mode faults and insufficient overall robustness in complex fault scenarios.

[0015] Therefore, existing technologies generally face common problems such as inaccurate brake pedal status recognition, coarse fault diagnosis granularity, and imperfect system fault tolerance mechanisms, making it difficult to meet the increasingly demanding requirements of high-level autonomous driving for the perception reliability of the braking system.

[0016] Therefore, this application provides a braking state analysis method, a vehicle, and a medium. Through the coordinated judgment and cross-verification of brake lever travel and dual-channel switch signals, it effectively overcomes the vulnerability of a single signal source to specific interference, thereby achieving accurate and reliable identification of the true state of the brake pedal. Furthermore, this application can identify and distinguish minor fault states such as signal drift and intermittent anomalies through a predefined braking state mapping relationship, achieving comprehensive fault coverage from minor anomalies to complete failure, providing proactive early warning capabilities for the braking system. This application fully utilizes the characteristic differences between sensors based on different physical principles for mutual verification, significantly improving the system's anti-interference capability in complex electromagnetic environments and fully ensuring vehicle driving safety.

[0017] Reference Figure 1 The diagram shows a flowchart of a braking state analysis method provided in an embodiment of this application.

[0018] In this embodiment, the brake pedal is connected to the brake push rod, and the brake pedal is mechanically linked to the dual-channel switch.

[0019] In practice, the brake pedal is a pedal device directly operated by the driver's foot. When the driver presses or releases the brake pedal, this action is transmitted through a rigid connecting rod called the brake push rod, ultimately achieving braking.

[0020] The brake pedal can refer to the pedal device operated by the driver to activate the vehicle's braking function. The brake lever can refer to the mechanical linkage connecting the brake pedal and the master cylinder, used to transmit the force applied by the pedal.

[0021] In its implementation, in addition to connecting to the hydraulic system, the brake pedal is also mechanically linked to a dual-way switch. Depressing or releasing the brake pedal directly and synchronously triggers this dual-way switch, changing the state of its internal electrical contacts. This mechanical linkage means that the movement of the brake pedal directly controls the opening and closing of the dual-way switch contacts, ensuring that changes in the switch's state directly and in real-time reflect the physical position of the brake pedal.

[0022] A dual-way switch can refer to a switching device with two sets of independent electrical contacts, such as normally open and normally closed contacts. The contact state of a dual-way switch changes with the position of the brake pedal, and is used to generate a switching signal that directly reflects the pedal position.

[0023] The method may specifically include the following steps: Step 101: Determine the stroke signal corresponding to the brake push rod based on the displacement information of the brake push rod, and determine the switch signal corresponding to the dual-way switch based on the switch state of the dual-way switch.

[0024] In this embodiment, data from two independent signal sources can be continuously acquired. First, the displacement information of the brake push rod can be obtained, i.e., the physical distance the brake push rod has moved relative to its initial or reference position. The switching state of the dual-channel switch can also be acquired, i.e., whether the two sets of independent electrical contacts inside the switch, such as normally open and normally closed contacts, are currently in a closed or open circuit state. This continuous and synchronous acquisition provides a real-time, multi-dimensional, and highly reliable raw data foundation for subsequent comprehensive analysis.

[0025] In practice, the continuously collected displacement information, pressure information, and switch status can be subjected to standardized preprocessing such as filtering, noise reduction, and validity checks to ensure data consistency and reliability.

[0026] In the embodiments of this application, preprocessed displacement information and switch states with different physical meanings and dimensions can be uniformly converted into standardized signals that can be directly processed logically.

[0027] In a practical implementation, the displacement information can be compared with a preset displacement threshold to determine whether the push rod displacement is a valid stroke logical value, i.e., a stroke signal. The stroke signal can be a one-bit binary logical value.

[0028] For a two-way switch, the logic value representing the closed or open state of the two independent electrical contacts in the two-way switch is directly determined, i.e., the switch signal. Since there are two independent electrical contacts in a two-way switch, the switch signal can be a two-bit binary logic value.

[0029] Step 102: Combine the travel signal and the switch signal to obtain the first braking state code.

[0030] In this embodiment, the travel signal and the switch signal can be combined to generate a three-bit first braking state code. For example, the travel signal can be set as the first bit, and the switch signal can be set as the second and third bits to obtain a three-bit first braking state code. The specific combination order can also be set by those skilled in the art according to the actual situation.

[0031] Step 103: Determine the parsing result of the braking state based on the first braking state code and the preset mapping relationship between the braking state code and the braking state.

[0032] In this embodiment, the first braking state code can be used as an input index to query a pre-established and stored complete mapping relationship between braking state codes and braking states. By performing precise matching in this mapping relationship, the parsing result of the braking state can be directly and uniquely determined.

[0033] The analysis results of braking status can provide conclusive information about the overall operating condition of the brake pedal. These results integrate physical and health status diagnostics, providing crucial decision-making information that can be directly used by other vehicle control modules. Specifically, the analysis results can include the brake pedal status indicating its physical position and brake fault status indicating the health of braking system components and specific types of anomalies.

[0034] The preset braking state code and the mapping relationship between braking states is a predefined and complete database or rule set, which contains the definite correspondence between all possible braking state codes and the corresponding brake pedal states and braking fault states.

[0035] This application determines the stroke signal corresponding to the brake push rod based on the displacement information of the brake push rod, and determines the corresponding switch signal of the dual-way switch based on the switch state of the dual-way switch. This application has abundant signal sources and is not easily affected by specific electromagnetic interference, mechanical wear, or hydraulic fluctuations, thus improving the accuracy of identifying the basic states of the brake pedal, such as whether it is depressed or released. This application obtains a first braking state code by combining the stroke signal and the switch signal. This application can uniformly represent and fuse the signals collected by the sensors, avoiding isolated or simple comparisons of signals, forming a comprehensive and efficiently processed braking state code. This application determines the analytical result of the braking state based on the first braking state code and the preset mapping relationship between the braking state code and the braking state. This can accurately analyze complex operating conditions reflected by multiple signals, reducing the risk of misjudgment of the state, improving the ability to collaboratively judge the fault states of various components of the braking system, and thus fully ensuring the safety of vehicle operation.

[0036] Optionally, the dual-channel switch includes a first switch and a second switch, and the switching states of the dual-channel switch include a first switching state corresponding to the first switch and a second switching state corresponding to the second switch; the switching signals include a first switching signal and a second switching signal; both the first switching signal and the second switching signal are binary logic values.

[0037] Specifically, the dual-way switch comprises a first switch and a second switch with complementary states. The dual-way switch is not a single component, but rather consists of two independent switching units, named the first switch and the second switch. These two switching units are mechanically linked to the brake pedal, but electrically independent. Complementary states mean that, under the same brake pedal operation, the output logic states of the first switch and the second switch are always opposite. For example, when the brake pedal is depressed, if the first switch is closed, the second switch is open; when the brake pedal is released, if the first switch is open, the second switch is closed.

[0038] The logic signal generated from the two-way switch to represent its state is not a single signal, but two independent signals. These two signals originate from the first switch and the second switch, respectively, and are named the first switch signal and the second switch signal. Each switch signal is a binary logic value, the specific value of which, such as the first logic value or the second logic value, is determined by the physical state of the corresponding switch contact.

[0039] In this embodiment, the binary logic value may include a preset first logic value and a second logic value. The first logic value is a predefined binary logic constant representing a positive, true, or valid state. The second logic value is a predefined binary logic constant representing a negative, false, or invalid state, and its logical meaning is the opposite of the first logic value. In a specific implementation, the first logic value can be 1, and the second logic value can be 0.

[0040] Step 101 includes the following steps: S1001, in response to the first switch being closed, assign a first logic value to the first switch signal; and in response to the first switch being open, assign a second logic value to the first switch signal; S1002, in response to the second switch being closed, assign a first logic value to the second switch signal; and in response to the second switch being open, assign a second logic value to the second switch signal.

[0041] In this embodiment of the application, if the first switch is closed, a first logic value is assigned to the first switch signal; if the first switch is open, a second logic value is assigned to the first switch signal.

[0042] In a practical implementation, the first switch can be a normally open contact.

[0043] When the brake pedal is depressed, the first switch closes, assigning the first logic value "1" to the first switch signal; when the brake pedal is not depressed, the first switch opens, assigning the second logic value "0" to the first switch signal.

[0044] In this embodiment, if the second switch is closed, the first logic value is assigned to the second switch signal; if the second switch is open, the second logic value is assigned to the second switch signal.

[0045] In a practical implementation, the second switch can be a normally closed contact.

[0046] When the brake pedal is not depressed, the second switch is closed, assigning the first logic value "1" to the first switch signal; when the brake pedal is depressed, the second switch is opened, assigning the second logic value "0" to the first switch signal.

[0047] This application establishes clear signal conversion rules for dual-channel switches, uniformly converting the physical closed and open states of mechanical switches into preset logic values ​​"1" and "0". This solves the problem of inconsistent signal logic meaning and difficulty in unified system processing caused by different switch contact types. It provides a standardized and consistent input basis for the subsequent generation of fused braking state codes, ensuring that multiple signals can be accurately and efficiently combined and parsed, thereby improving the reliability and processing efficiency of the entire braking state judgment system.

[0048] Optionally, the travel signal is a binary logic value; step 101 includes the following steps: S1011, calculate the magnitude relationship between the displacement information and the preset first threshold, and determine the stroke signal corresponding to the brake push rod based on the magnitude relationship.

[0049] In this embodiment of the application, the stroke signal corresponding to the brake push rod can be finally determined by calculating the magnitude comparison relationship between the displacement information of the brake push rod and a preset first threshold, and based on the result of the magnitude comparison relationship.

[0050] Step S1011 includes the following steps: S1021, if the size relationship indicates that the displacement information is greater than the first threshold, then the first logic value is assigned to the stroke signal; S1022, if the size relationship indicates that the displacement information is less than or equal to the first threshold, then the second logic value is assigned to the travel signal.

[0051] In this embodiment, if the displacement information is greater than a preset first threshold, a first logic value is assigned to the travel signal; if the displacement information is less than or equal to the first threshold, a second logic value is assigned to the travel signal.

[0052] The preprocessed displacement information can be compared with a first threshold. The first threshold is a preset critical value used to determine whether the displacement of the brake push rod has reached an effective level. The first threshold can be set according to actual needs.

[0053] If the comparison result shows that the displacement information is greater than the first threshold, it is determined that the brake push rod has undergone effective displacement. At this time, an assignment operation is performed, that is, the first logic value representing affirmation is assigned to the stroke signal as its final value.

[0054] Conversely, if the comparison result shows that the displacement information is less than or equal to the first threshold, it is determined that the brake push rod has not undergone effective displacement. In this case, another assignment operation is performed, that is, the second logical value representing negation is assigned to the stroke signal as its final value.

[0055] In practical implementation, displacement information can be collected using a push rod stroke sensor in the braking system IPB (Intelligent Integrated Braking System). The push rod stroke sensor can be a high-precision linear Hall sensor with a resolution of 0.01 mm and a sampling frequency of 1 kHz. Taking a first threshold of 1 mm as an example: When the displacement information is greater than 1mm, the first logic value "1" is assigned to the stroke signal, indicating that the brake pedal is depressed. When the displacement information is ≤1mm, the second logic value "0" is assigned to the stroke signal, indicating that the brake pedal has not been pressed.

[0056] This application compares the continuous displacement information of the brake push rod with a preset first threshold and converts the comparison result into a binary logic value of "1" or "0" to form a stroke signal. This solves the problems of complex signal processing and difficult real-time judgment in traditional continuous displacement sensors, converting analog displacement into a digital signal that can be directly subjected to logical operations. Through thresholding and logic processing, the stroke signal and the switching signal are normalized, enabling efficient fusion and synchronous judgment of sensing information based on different physical principles at the same logical level.

[0057] Optionally, both the travel signal and the switch signal are binary logic values, and the switch signal includes a first switch signal and a second switch signal; the first braking state code is obtained by combining the travel signal and the switch signal in a preset order; the preset braking state code includes the first braking state code.

[0058] The method further includes the following steps: S1031, the stroke signal corresponding to the brake push rod signal is a first logic value or a second logic value, the first switch signal is a first logic value or a second logic value, and the second switch signal is a first logic value or a second logic value, and are arranged and combined in sequence to obtain a plurality of preset brake state codes; each first brake state code includes a three-bit binary logic value; the arrangement order of the three-bit binary logic values ​​is the same as the combination order of the stroke signal and the switch signal in the first brake state code; S1032, acquire braking status data within a first time period, the braking status data including braking status within the first time period, travel signal of the brake push rod, and switching signal of the dual-way switch; S1033, based on the braking state data within the first time period, determine the corresponding braking state for each braking state code, and obtain a preset mapping relationship between braking state codes and braking states.

[0059] In this embodiment, the stroke signal corresponding to the brake push rod signal, the first logic value, the second logic value, and the third logic value can be arranged and combined in sequence to obtain a plurality of preset brake state codes. Each first brake state code includes a three-bit binary logic value, and the arrangement order of the three-bit binary logic values ​​is the same as the combination order of the stroke signal and the switch signal in the first brake state code.

[0060] For example, the travel signal can be used as the first bit, the first switch signal in the switch signals can be used as the second bit, and the second switch signal can be used as the third bit. Both the travel signal and the switch signals are binary logic values.

[0061] In this case, the first braking state code obtained by sequentially arranging and combining the following can be: If the stroke signal is the first logic value, the first switch signal is the first logic value, and the second switch signal is the second logic value, then the first braking state code obtained by the permutation and combination is 110, indicating that the brake push rod has undergone effective displacement, the first switch state is closed, and the second switch state is open.

[0062] If the stroke signal is the first logic value, the first switch signal is the first logic value, and the second switch signal is the first logic value, then the first braking state code obtained by the permutation and combination is 111, indicating that the brake push rod has undergone effective displacement, the first switch state is closed, and the second switch state is closed.

[0063] If the stroke signal is the first logic value, the first switch signal is the second logic value, and the second switch signal is the first logic value, then the first braking state code obtained by the permutation and combination is 101, indicating that the brake push rod has undergone effective displacement, the first switch state is open, and the second switch state is closed.

[0064] If the stroke signal is the first logic value, the first switch signal is the second logic value, and the second switch signal is the second logic value, then the first braking state code obtained by the permutation and combination is 100, indicating that the brake push rod has undergone effective displacement, the first switch state is open, and the second switch state is open.

[0065] If the stroke signal is the second logic value, the first switch signal is the first logic value, and the second switch signal is the second logic value, then the first braking state code obtained by the permutation and combination is 010, indicating that the brake push rod has not undergone effective displacement, the first switch state is closed, and the second switch state is open.

[0066] If the stroke signal is the second logic value, the first switch signal is the first logic value, and the second switch signal is the first logic value, then the first braking state code obtained by the permutation and combination is 011, indicating that the brake push rod has not undergone effective displacement, the first switch state is closed, and the second switch state is closed.

[0067] If the stroke signal is the second logic value, the first switch signal is the second logic value, and the second switch signal is the first logic value, then the first braking state code obtained by the permutation and combination is 001, indicating that the brake push rod has not undergone effective displacement, the first switch state is open, and the second switch state is closed.

[0068] If the stroke signal is the second logic value, the first switch signal is the second logic value, and the second switch signal is the second logic value, then the first braking state code obtained by the permutation and combination is 000, indicating that the brake push rod has not undergone effective displacement, the first switch state is open, and the second switch state is open.

[0069] In this embodiment of the application, braking state data within a first time period can be obtained. The braking state data includes the braking state within the first time period, the stroke signal of the brake push rod, and the switching signal of the dual-channel switch.

[0070] Specifically, braking state data at each sampling moment can be continuously recorded and stored. This braking state data comprises three key parts: first, the final braking state determined by the system at that time, such as whether the pedal is depressed or released; second, the stroke signal calculated in real-time based on the brake lever displacement information; and finally, the switching signal determined in real-time based on the state of the dual-channel switch contacts. By collecting braking state data, a fundamental dataset can be obtained for analyzing and learning the correlation between encoding and state.

[0071] The first time period is a preset window for collecting data on the vehicle's braking system operation. The duration of the first time period can be set according to actual needs.

[0072] Then, based on the braking state data within the first time period, the corresponding braking state can be determined for each braking state code, thus obtaining the preset mapping relationship between the braking state code and the braking state.

[0073] Specifically, through the statistics of a large number of samples, a most likely, most reasonable or legally mandated braking state can be determined for each first braking state code. This matching is completed for all possible first braking state codes, establishing a preset mapping relationship between braking state codes and braking states.

[0074] This application sequentially arranges and combines all possible logic values ​​of the travel signal and dual-switch signal to generate a three-bit braking state code, and establishes a definite mapping relationship between each code and a specific braking state. This solves the problem of isolated signals lacking unified representation during the judgment process. By integrating discrete sensor signals into a finite and deterministic state code, a systematic representation and predefinition of complex operating conditions are achieved. Furthermore, the establishment of the mapping relationship eliminates the need for complex online logic derivations; efficient and accurate state analysis and fault diagnosis can be achieved through simple table lookup operations, significantly reducing real-time computational overhead and ensuring the consistency and reliability of the judgment results.

[0075] Optionally, the braking status includes brake pedal status and brake malfunction status. Brake pedal status indicates the physical position of the pedal, while brake malfunction status indicates the health of braking system components and the specific type of malfunction.

[0076] In a practical implementation, the brake pedal state can include depressed and released.

[0077] Braking failure conditions may specifically include: A fault-free state means that the travel signal, dual-channel switch signal, and pressure signal are logically consistent and all conform to the expected physical position of the current brake pedal, indicating that all components of the brake status sensing system are working normally.

[0078] A normal transient state refers to a temporary logical inconsistency in the two sets of switching signals output by a two-way switch during the action of pressing or releasing the brake pedal, due to a slight time difference or vibration in the mechanical contact action of the switch. This state is considered a normal transient phenomenon in the physical process and does not indicate component failure.

[0079] The contradictory transition state refers to a situation where inconsistencies occur between the travel signal and the dual-channel switch signal, or between the travel signal and the pressure signal, and these inconsistencies persist but have not exceeded the preset monitoring duration. This state indicates that the system may be experiencing signal interference, slow sensor response, or slight performance degradation; it is an intermediate warning state between transient anomalies and confirmed faults.

[0080] A signal inconsistency fault refers to a fundamental and irreconcilable logical conflict between the travel signal, dual-channel switch signal, and pressure signal, or a "contradictory transition state" that persists for more than the preset monitoring time. This state is determined to be a clear signal-level anomaly, indicating a serious inconsistency within the sensing system, making reliable judgments impossible. The system will then perform fault-tolerant processing based on safety principles.

[0081] Switch malfunctions include first switch malfunctions, second switch malfunctions, and dual-way switch malfunctions. A dual-way switch malfunction refers to a sustained and definitive deviation of the output signal of one or two switching components from their normal logical position (e.g., the normally open contact does not close when pressed, or the normally closed contact does not open when released), indicating that the switching component may have failed.

[0082] Braking failure occurs when both displacement and pressure data simultaneously exceed their preset effective physical range. This state indicates that the sensor data source used for core judgment has completely failed, and the system enters the highest level of fault mode.

[0083] The preset mapping relationship between braking state codes and braking states includes: S1041, if the preset braking state code consists of a stroke signal with a first logic value, a first switch signal with a first logic value, and a second switch signal with a second logic value, then the braking state code is determined to be the first code, and the corresponding brake pedal state is the depressed state and the braking fault state is the fault-free state. S1042, if the preset braking state code consists of a stroke signal with a first logic value, a first switch signal with a first logic value, and a second switch signal with a first logic value, then the braking state code is determined to be the second code, the corresponding brake pedal state is the release state, and the braking fault state is the normal transition state. S1043, if the preset braking state code consists of a stroke signal with a first logic value, a first switch signal with a second logic value, and a second switch signal with a first logic value, then the braking state code is determined to be the third code, the corresponding brake pedal state is the depressed state, and the braking fault state is the first switch fault. S1044, if the preset braking state code consists of a stroke signal with a first logic value, a first switch signal with a second logic value, and a second switch signal with a second logic value, then the braking state code is determined to be the fourth code, the corresponding brake pedal state is the release state, and the braking fault state is the signal contradiction fault.

[0084] In this embodiment, if the travel signal is a first logic value, the first switch signal is a first logic value, and the second switch signal is a second logic value, then the travel signal indicates that the brake pedal is depressed, the first switch signal indicates that the brake pedal is depressed, the second switch signal indicates that the brake pedal is depressed, and the braking state code is 110. Since both the travel signal and the dual-way switch signal consistently indicate that the pedal is depressed, it can be determined that the brake pedal state is depressed, and the braking fault state is a normal, fault-free state.

[0085] In this embodiment, if the travel signal, the first switch signal, and the second switch signal are both first logic values, then the travel signal indicates that the brake pedal is depressed, the first switch signal indicates that the brake pedal is depressed, and the second switch signal indicates that the brake pedal is not depressed. The braking state code is 111. Given that the travel signal indicates that the brake pedal is depressed, but the dual-channel switch signals exhibit a transient contradiction, this can be determined as a normal transitional state during the switch operation. Therefore, the brake pedal state is depressed, and the braking fault state is a normal transitional state.

[0086] In this embodiment, if the travel signal is a first logic value, the first switch signal is a second logic value, and the second switch signal is a first logic value, then the travel signal indicates that the brake pedal is depressed, the first switch signal indicates that the brake pedal is not depressed, and the second switch signal indicates that the brake pedal is depressed, with the braking state code being 101. Given that the travel signal indicates the pedal is depressed, but the first switch signal contradicts this and the second switch signal indicates the pedal is depressed, this indicates that the first switch failed to respond correctly to the depressing action. Therefore, it can be determined that the brake pedal state is depressed, and the braking fault state is a first switch fault.

[0087] In this embodiment, if the travel signal is a first logic value, the first switch signal is a second logic value, and the second switch signal is also a second logic value, the travel signal indicates that the brake pedal is depressed. However, both the first and second switch signals indicate that the brake pedal is not depressed, and the braking state is coded as 100. Given the fundamental contradiction between the core travel signal and the dual-channel switch signals, and the fact that both switches indicate release, based on the principle of safety priority, the brake pedal state can be forcibly determined to be in a released state, and the braking fault state can be determined as a signal contradiction fault.

[0088] This application precisely distinguishes the logical combination of the travel signal indicating that the brake pedal is depressed into specific states such as no fault, normal transition, switch failure, and serious contradiction. It solves the problem that it is difficult to accurately identify the fault type and the safety status judgment standard is unclear when the brake pedal is depressed, and realizes fine-grained monitoring and real-time diagnosis of the health of the braking system during the execution phase.

[0089] The preset mapping relationship between braking state codes and braking states also includes: S1051, if the preset braking state code consists of a stroke signal with a second logic value, a first switch signal with a first logic value, and a second switch signal with a second logic value, then the braking state code is determined to be the fifth code, and the corresponding brake pedal state is the release state and the braking fault state is the second switch fault. S1052, if the preset braking state code consists of a stroke signal with a second logic value, a first switch signal with a first logic value, and a second switch signal with a first logic value, then the braking state code is determined to be the sixth code, the corresponding brake pedal state is the release state, and the braking fault state is the normal transition state. S1053, if the preset braking state code consists of a stroke signal with a value of the second logic value, a first switch signal with a value of the second logic value, and a second switch signal with a value of the first logic value, then the braking state code is determined to be the seventh code, the corresponding brake pedal state is the released state, and the braking fault state is the fault-free state. S1054, if the preset braking state code consists of a stroke signal with a value of the second logic value, a first switch signal with a value of the second logic value, and a second switch signal with a value of the second logic value, then the braking state code is determined to be the eighth code, the corresponding brake pedal state is the release state, and the braking fault state is the dual-way switch fault.

[0090] In this embodiment, if the travel signal is a second logic value, the first switch signal is a first logic value, and the second switch signal is a second logic value, then the travel signal indicates that the brake pedal is not depressed, the first switch signal indicates that the brake pedal is depressed, and the second switch signal indicates that the brake pedal is depressed, with the braking state code being 010. Given that the travel signal indicates release, but both switch signals indicate depression, this contradicts the complementary logic that switches should have in the released state, and the second switch, as a normally closed contact, should be closed during release but instead shows as open. Therefore, it can be determined that the brake pedal state is a released state, and the braking fault state is a second switch fault.

[0091] In this embodiment, if the travel signal is the second logic value, the first switch signal is the first logic value, and the second switch signal is the first logic value, then the travel signal indicates that the brake pedal is not depressed, the first switch signal indicates that the brake pedal is depressed, and the second switch signal indicates that the brake pedal is not depressed; the braking state code is 011. Given that the travel signal indicates release, but the dual-channel switch signals exhibit transient contradictions, this can be determined as a normal transitional state during the switch's release action. Therefore, the brake pedal state is a released state, and the braking fault state is a normal transitional state.

[0092] In this embodiment, if the travel signal is a second logic value, the first switch signal is a second logic value, and the second switch signal is a first logic value, then the travel signal indicates that the brake pedal is not depressed, the first switch signal indicates that the brake pedal is not depressed, and the second switch signal indicates that the brake pedal is not depressed; the braking state code is 001. Since both the travel signal and the dual-way switch signal consistently indicate pedal release, it can be determined that the brake pedal state is a released state, and the braking fault state is a normal, fault-free state.

[0093] In this embodiment, if the travel signal, the first switch signal, and the second switch signal are both second logic values, then the travel signal indicates that the brake pedal is not depressed, the first switch signal indicates that the brake pedal is not depressed, and the second switch signal indicates that the brake pedal is not depressed; the braking state code is 000. Since the travel signal indicates release, but both switch signals indicate release, this contradicts the normal logic that at least one switch should indicate depression in the released state, indicating that both switches failed to respond correctly to the release state. Therefore, it can be determined that the brake pedal state is a released state, and the braking fault state is a dual-switch fault.

[0094] This application combines the logic of the travel signal release indicator to fully cover all possible states during the release phase, including single-path fault, dual-path fault, and normal transition. It solves the problems of sensor anomalies being easily overlooked and incomplete system status judgment during brake pedal release, and realizes continuous and reliable status monitoring and fault early warning for the brake pedal return process and standby conditions.

[0095] Optionally, the brake pedal is connected to the master cylinder via a brake push rod.

[0096] In practice, the brake pedal is a pedal device directly operated by the driver's foot. When the driver depresses or releases the brake pedal, this action is transmitted through a rigid connecting rod called the brake pushrod. The other end of the brake pushrod is connected to the master cylinder. The master cylinder is the core component of the hydraulic braking system, containing a piston and brake fluid. When the brake pushrod is pushed, it drives the piston in the master cylinder, thereby building up pressure in the closed hydraulic lines. This pressure is ultimately transmitted to the brake calipers at the wheels, achieving braking.

[0097] Among them, the master cylinder can refer to the device that converts the mechanical force generated by the brake pedal into hydraulic pressure, and is the pressure source of the hydraulic braking system.

[0098] Step 103 also includes the following steps: S1061, Determine the pressure signal corresponding to the brake master cylinder based on the pressure information of the brake master cylinder; S1062, combine the pressure signal and the first braking state code to obtain the second braking state code; S1063, determine the analysis result of the braking state based on the second braking state code and the preset mapping relationship between the braking state code and the braking state.

[0099] In this embodiment, the pressure information of the master cylinder can be obtained, that is, the pressure value generated by the brake fluid in the hydraulic lines inside the master cylinder. By comparing the pressure information with a preset pressure threshold, a logical value representing whether the master cylinder has established effective pressure can be determined, that is, a pressure signal, where the pressure signal can be a one-bit binary logical value.

[0100] In this embodiment, the pressure signal and the first braking state code can be combined to obtain the second braking state code. The first braking state code can be a first code, a second code, a third code, a fourth code, a fifth code, a sixth code, a seventh code, or an eighth code. The first braking state code can be determined according to steps S1041-S1054, which will not be elaborated here.

[0101] Specifically, the stroke signal, pressure signal, first switch signal, and second switch signal can be combined in the following order to generate a four-bit second braking state code.

[0102] In this embodiment, the second braking state code can be used as an input index to query a pre-established and stored complete mapping relationship between braking state codes and braking states. By performing precise matching in this mapping relationship, the parsing result of the braking state can be directly and uniquely determined.

[0103] This application constructs a more complete operating condition characterization system by introducing the brake master cylinder pressure signal and fusing it with the first brake state code to generate a four-bit second brake state code. This solves the problem of potential misjudgment or incomplete diagnosis that may occur when the hydraulic system state is unknown using the original three-signal judgment method. It achieves consistency verification and comprehensive diagnosis of braking intent and hydraulic execution results, significantly improving the accuracy of state analysis.

[0104] Optionally, the pressure signal is a binary logic value.

[0105] Step S1061 includes the following steps: S1071, if the pressure information is greater than a preset second threshold, then the first logic value is assigned to the pressure signal; S1072, if the pressure information is less than or equal to the second threshold, then the second logic value is assigned to the pressure signal.

[0106] In this embodiment, the preprocessed pressure information can be compared with a second threshold. The second threshold is a preset critical value used to determine whether the brake master cylinder pressure has reached an effective level. The second threshold can be set according to actual needs.

[0107] If the comparison result shows that the pressure information is greater than the second threshold, it is determined that the brake master cylinder has effectively built up pressure. At this time, an assignment operation is performed, that is, the first logical value representing affirmation is assigned to the pressure signal as its final value.

[0108] Conversely, if the comparison result shows that the pressure information is less than or equal to the second threshold, it is determined that the brake master cylinder has not effectively built up pressure. In this case, another assignment operation is performed, that is, the second logical value representing negation is assigned to the pressure signal as its final value.

[0109] In practical implementation, pressure information can be collected using a pressure sensor inside the master cylinder of the braking system's IPB (Intelligent Integrated Braking System). Taking a second threshold of 0.5 MPa as an example: When the pressure signal is greater than 0.5 MPa, the first logic value "1" is assigned to the pressure signal, indicating that the brake pedal is depressed. When the pressure information is ≤0.5Mpa, the second logic value "0" is assigned to the pressure signal, indicating that the brake pedal has not been pressed.

[0110] This application achieves standardized and logical representation of pressure status by comparing continuous pressure information of the brake master cylinder with a preset second threshold and converting it into a binary logic value. This solves the problem of complex hydraulic pressure signal processing and difficulty in directly integrating it with electronic logic signals, enabling the system to perform clear and efficient logical judgment and fault identification of the brake hydraulic execution effect.

[0111] Optionally, the stroke signal, pressure signal, and switch signal are all binary logic values, and the switch signal includes a first switch signal and a second switch signal; the first braking state code is obtained by combining the stroke signal and the switch signal in a preset order; the second braking state code is obtained by combining the first braking code and the pressure signal in a preset order; the preset braking state code includes the second braking state code.

[0112] The method further includes the following steps: S1081, the first braking code is encoded as a first logic value or a second logic value, and the pressure signal is encoded as a first logic value or a second logic value, and then arranged and combined in sequence to obtain a plurality of preset braking state codes; each second braking state code includes a four-bit binary logic value; the arrangement order of the four-bit binary logic values ​​is the same as the combination order of the first braking code and the pressure signal in the second braking state code; S1082, based on the braking state data within the second time period, determine the corresponding braking state for each braking state code, and obtain the preset mapping relationship between braking state codes and braking states.

[0113] In this embodiment, the stroke signal corresponding to the brake push rod signal, the first logic value, the second logic value, and the pressure signal in the first braking code can be arranged and combined in sequence to obtain a plurality of preset braking state codes; each second braking state code includes a four-bit binary logic value; the arrangement order of the four-bit binary logic values ​​is the same as the combination order of the first braking code and the pressure signal in the second braking state code.

[0114] For example, the stroke signal can be used as the first bit, the pressure signal as the second bit, the first switch signal as the third bit, and the second switch signal as the fourth bit. Furthermore, both the stroke signal and the switch signal are binary logic values.

[0115] In this case, the second braking state code obtained by sequentially arranging and combining the following can be: If the stroke signal is the first logic value, the pressure signal is the first logic value, the first switch signal is the first logic value, and the second switch signal is the second logic value, then the second braking state code obtained by the permutation and combination is 1110, which indicates that the brake push rod has undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is closed, and the second switch state is open.

[0116] If the stroke signal is the first logic value, the pressure signal is the first logic value, the first switch signal is the first logic value, and the second switch signal is the first logic value, then the second braking state code obtained by the permutation and combination is 1111, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is closed, and the second switch state is closed.

[0117] If the stroke signal is the first logic value, the pressure signal is the first logic value, the first switch signal is the second logic value, and the second switch signal is the first logic value, then the second braking state code obtained by the permutation and combination is 1101, which indicates that the brake push rod has undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is open, and the second switch state is closed.

[0118] If the stroke signal is the first logic value, the pressure signal is the first logic value, the first switch signal is the second logic value, and the second switch signal is the second logic value, then the second braking state code obtained by the permutation and combination is 1100, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is open, and the second switch state is open.

[0119] If the stroke signal is the first logic value, the pressure signal is the second logic value, the first switch signal is the first logic value, and the second switch signal is the second logic value, then the second braking state code obtained by the permutation and combination is 1010, which indicates that the brake push rod has undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is closed, and the second switch state is open.

[0120] If the stroke signal is the first logic value, the pressure signal is the second logic value, the first switch signal is the first logic value, and the second switch signal is the first logic value, then the second braking state code obtained by the permutation and combination is 1011, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is closed, and the second switch state is closed.

[0121] If the stroke signal is the first logic value, the pressure signal is the second logic value, the first switch signal is the second logic value, and the second switch signal is the first logic value, then the second braking state code obtained by the permutation and combination is 1001, which indicates that the brake push rod has undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is open, and the second switch state is closed.

[0122] If the stroke signal is the first logic value, the pressure signal is the second logic value, the first switch signal is the second logic value, and the second switch signal is the second logic value, then the second braking state code obtained by the permutation and combination is 1000, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is open, and the second switch state is open.

[0123] If the stroke signal is the second logic value, the pressure signal is the first logic value, the first switch signal is the first logic value, and the second switch signal is the second logic value, then the second braking state code obtained by the permutation and combination is 0110, which indicates that the brake push rod has not undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is closed, and the second switch state is open.

[0124] If the stroke signal is the second logic value, the pressure signal is the first logic value, the first switch signal is the first logic value, and the second switch signal is the first logic value, then the second braking state code obtained by the permutation and combination is 0111, indicating that the brake push rod has not undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is closed, and the second switch state is closed.

[0125] If the stroke signal is the second logic value, the pressure signal is the first logic value, the first switch signal is the second logic value, and the second switch signal is the first logic value, then the second braking state code obtained by the permutation and combination is 0101, which indicates that the brake push rod has not undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is open, and the second switch state is closed.

[0126] If the stroke signal is the second logic value, the pressure signal is the first logic value, the first switch signal is the second logic value, and the second switch signal is the second logic value, then the second braking state code obtained by the permutation and combination is 0100, which indicates that the brake push rod has not undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is open, and the second switch state is open.

[0127] If the stroke signal is the second logic value, the pressure signal is the second logic value, the first switch signal is the first logic value, and the second switch signal is the second logic value, then the second braking state code obtained by the permutation and combination is 0010, which indicates that the brake push rod has not undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is closed, and the second switch state is open.

[0128] If the stroke signal is the second logic value, the pressure signal is the second logic value, the first switch signal is the first logic value, and the second switch signal is the first logic value, then the second braking state code obtained by the permutation and combination is 0011, which indicates that the brake push rod has not undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is closed, and the second switch state is closed.

[0129] If the stroke signal is the second logic value, the pressure signal is the second logic value, the first switch signal is the second logic value, and the second switch signal is the first logic value, then the second braking state code obtained by the permutation and combination is 0001, which indicates that the brake push rod has not undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is open, and the second switch state is closed.

[0130] If the stroke signal is the second logic value, the pressure signal is the second logic value, the first switch signal is the second logic value, and the second switch signal is the second logic value, then the second braking state code obtained by the permutation and combination is 0000, indicating that the brake push rod has not undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is open, and the second switch state is open.

[0131] In this embodiment of the application, the corresponding braking state can be determined for each braking state code based on the braking state data within the second time period, thereby obtaining a preset mapping relationship between the braking state code and the braking state.

[0132] The second time period is a preset window for collecting data on the vehicle's braking system operation. The duration of the second time period can be set according to actual needs.

[0133] Then, based on the braking state data within the second time period, the corresponding braking state can be determined for each braking state code, thus obtaining a preset mapping relationship between braking state codes and braking states.

[0134] Specifically, through the statistics of a large number of samples, a most likely, most reasonable or legally mandated braking state can be determined for each second braking state code. This matching is completed for all possible second braking state codes, establishing a preset mapping relationship between braking state codes and braking states.

[0135] This application generates a four-bit second braking state by systematically arranging and combining a three-bit first braking state code with a pressure signal, thus solving the problem of difficulty in establishing the mapping relationship after introducing a pressure signal. Through exhaustive and predefined methods, a complete and deterministic state coding system is established for the fusion and judgment of four signals, providing a structured foundation for efficient and reliable final state analysis based on precise table lookup.

[0136] Optionally, the braking status includes the brake pedal status and the brake malfunction status.

[0137] The preset mapping relationship between braking state codes and braking states includes: S1091, if the preset brake code consists of a first code and a pressure signal with a first logic value, then the corresponding brake pedal state is depressed and the brake fault state is fault-free. S1092, if the preset brake code consists of a second code and a pressure signal with a first logic value, then the corresponding brake pedal state is depressed and the brake fault state is normal transition state. S1093, if the preset brake code consists of a third code and a pressure signal with a first logic value, then the corresponding brake pedal state is depressed and the brake fault state is first switch fault. S1094, if the preset brake code consists of a fourth code and a pressure signal with a first logic value, then the corresponding brake pedal state is depressed and the brake fault state is dual-switch fault. S1095, if the preset brake code consists of the fifth code and a pressure signal with the first logic value, then the corresponding brake pedal state is the released state and the brake fault state is the signal contradiction fault. S1096, if the preset brake code consists of the sixth code and the pressure signal with the first logic value, then the corresponding brake pedal state is the released state and the brake fault state is the contradictory transition state. S1097, if the preset brake code consists of the seventh code and a pressure signal with the first logic value, then the corresponding brake pedal state is the released state and the brake fault state is the signal contradiction fault. S1098, if the preset brake code consists of the eighth code and a pressure signal with the first logic value, then the corresponding brake pedal state is the released state, and the brake fault state is the signal contradiction fault.

[0138] Specifically, the stroke signal can be used as the first bit, the pressure signal as the second bit, the first switch signal as the third bit, and the second switch signal as the fourth bit.

[0139] In this embodiment of the application, if the preset braking code consists of a first code and a pressure signal with a first logic value, then the corresponding brake pedal state is depressed and the braking fault state is fault-free.

[0140] The first code is a braking state code composed of a travel signal with a first logic value, a first switch signal with a first logic value, and a second switch signal with a second logic value.

[0141] In this case, the second braking state code can be 1110, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has established effective pressure, the first switch is closed, the second switch is open, the corresponding brake pedal is depressed, and the braking fault state is fault-free.

[0142] In this embodiment of the application, if the preset braking code consists of a second code and a pressure signal with a first logic value, then the corresponding brake pedal state is the depressed state and the braking fault state is the normal transition state.

[0143] The second code is a braking state code composed of a travel signal with a first logic value, a first switch signal with a first logic value, and a second switch signal with a first logic value.

[0144] In this case, the second braking state code can be 1111, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is closed, the second switch state is closed, the corresponding brake pedal state is depressed, and the braking fault state is normal transition state.

[0145] In this embodiment of the application, if the preset braking code consists of a third code and a pressure signal with a first logic value, then the corresponding brake pedal state is depressed and the braking fault state is a first switch fault.

[0146] The third code is a braking state code composed of a travel signal with a first logic value, a first switch signal with a second logic value, and a second switch signal with a first logic value.

[0147] In this case, the second braking state code can be 1101, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is open, the second switch state is closed, the corresponding brake pedal state is depressed, and the braking fault state is the first switch fault.

[0148] In this embodiment of the application, if the preset braking code consists of a fourth code and a pressure signal with a first logic value, then the corresponding brake pedal state is depressed and the braking fault state is dual-switch fault.

[0149] The fourth code is a braking state code composed of a travel signal with a first logic value, a first switch signal with a second logic value, and a second switch signal with a second logic value.

[0150] In this case, the second braking state code can be 1100, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is open, the second switch state is open, the corresponding brake pedal state is depressed, and the braking fault state is dual-circuit switch fault.

[0151] In this embodiment of the application, if the preset braking code consists of a fifth code and a pressure signal with a first logic value, then the corresponding brake pedal state is a released state and the braking fault state is a signal contradiction fault.

[0152] The fifth code is a braking state code composed of a travel signal with a second logic value, a first switch signal with a first logic value, and a second switch signal with a second logic value.

[0153] In this case, the second braking state code can be 0110, indicating that the brake push rod has not undergone effective displacement, the brake master cylinder has established effective pressure, the first switch is closed, the second switch is open, the corresponding brake pedal is released, and the braking fault state is a signal contradiction fault.

[0154] In this embodiment of the application, if the preset braking code consists of a sixth code and a pressure signal with a first logic value, then the corresponding brake pedal state is a released state and the braking fault state is a contradictory transition state.

[0155] The sixth code is a braking state code composed of a travel signal with a second logic value, a first switch signal with a first logic value, and a second switch signal with a first logic value.

[0156] In this case, the second braking state code can be 0111, indicating that the brake push rod has not undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is closed, the second switch state is closed, the corresponding brake pedal state is released, and the braking fault state is contradictory transition state.

[0157] In this embodiment of the application, if the preset braking code consists of a seventh code and a pressure signal with a first logic value, then the corresponding brake pedal state is a released state, and the braking fault state is a signal contradiction fault.

[0158] The seventh code is a braking state code composed of a travel signal with a second logic value, a first switch signal with a second logic value, and a second switch signal with a first logic value.

[0159] In this case, the second braking state code can be 0101, indicating that the brake push rod has not undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is open, the second switch state is closed, the corresponding brake pedal state is released, and the braking fault state is signal contradiction fault.

[0160] In this embodiment of the application, if the preset braking code consists of an eighth code and a pressure signal with a first logic value, then the corresponding brake pedal state is a released state and the braking fault state is a signal contradiction fault.

[0161] The eighth code is a braking state code composed of a travel signal with a value of the second logic value, a first switch signal with a value of the second logic value, and a second switch signal with a value of the second logic value.

[0162] In this case, the second braking state code can be 0100, indicating that the brake push rod has not undergone effective displacement, the brake master cylinder has established effective pressure, the first switch state is open, the second switch state is open, the corresponding brake pedal state is released, and the braking fault state is signal contradiction fault.

[0163] This application establishes a clear correspondence between states and faults by encoding eight states when the pressure signal indicates effective pressure build-up. This solves the problem of accurately distinguishing between normal braking, switch malfunction, or signal inconsistencies when effective hydraulic pressure is detected. By calibrating and re-diagnosing the original three-digit code based on the pressure signal, a more accurate and reliable determination of pedal position and switch system health status is achieved when effective hydraulic pressure is detected.

[0164] Optionally, the preset mapping relationship between braking state codes and braking states also includes: S1101, if the preset brake code consists of a first code and a pressure signal with a second logic value, then the corresponding brake pedal state is the released state, and the brake fault state is the signal contradiction fault. S1102, if the preset brake code consists of a second code and a pressure signal with a second logic value, then the corresponding brake pedal state is the released state and the brake fault state is the contradictory transition state. S1103, if the preset brake code consists of a third code and a pressure signal with a value of the second logic value, then the corresponding brake pedal state is the released state, and the brake fault state is the signal contradiction fault. S1104, if the preset brake code consists of the fourth code and the pressure signal with the value of the second logic value, then the corresponding brake pedal state is the released state, and the brake fault state is the signal contradiction fault. S1105, if the preset brake code consists of the fifth code and a pressure signal with the value of the second logic value, then the corresponding brake pedal state is the released state, and the brake fault state is the second switch fault. S1106, if the preset brake code consists of the sixth code and a pressure signal with the value of the second logic value, then the corresponding brake pedal state is the released state and the brake fault state is the normal transition state. S1107, if the preset brake code consists of the seventh code and a pressure signal with the value of the second logic value, then the corresponding brake pedal state is the released state and the brake fault state is the fault-free state. S1108, if the preset brake code consists of the eighth code and a pressure signal with the second logic value, then the corresponding brake pedal state is the released state, and the brake fault state is the dual-channel switch fault.

[0165] Specifically, the stroke signal can be used as the first bit, the pressure signal as the second bit, the first switch signal as the third bit, and the second switch signal as the fourth bit.

[0166] In this embodiment of the application, if the preset braking code consists of a first code and a pressure signal with a second logic value, then the corresponding brake pedal state is a released state and the braking fault state is a signal contradiction fault.

[0167] The first code is a braking state code composed of a travel signal with a first logic value, a first switch signal with a first logic value, and a second switch signal with a second logic value.

[0168] In this case, the second braking state code can be 1010, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch is closed, the second switch is open, the corresponding brake pedal is released, and the braking fault state is a signal contradiction fault.

[0169] In this embodiment of the application, if the preset braking code consists of a second code and a pressure signal with a second logic value, then the corresponding brake pedal state is a released state and the braking fault state is a contradictory transition state.

[0170] The second code is a braking state code composed of a travel signal with a first logic value, a first switch signal with a first logic value, and a second switch signal with a first logic value.

[0171] In this case, the second braking state code can be 1011, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is closed, the second switch state is closed, the corresponding brake pedal state is released, and the braking fault state is contradictory transition state.

[0172] In this embodiment of the application, if the preset braking code consists of a third code and a pressure signal with a second logic value, then the corresponding brake pedal state is a released state and the braking fault state is a signal contradiction fault.

[0173] The third code is a braking state code composed of a travel signal with a first logic value, a first switch signal with a second logic value, and a second switch signal with a first logic value.

[0174] In this case, the second braking state code can be 1001, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is open, the second switch state is closed, the corresponding brake pedal state is released, and the braking fault state is signal contradiction fault.

[0175] In this embodiment of the application, if the preset braking code consists of a fourth code and a pressure signal with a second logic value, then the corresponding brake pedal state is a released state and the braking fault state is a signal contradiction fault.

[0176] The fourth code is a braking state code composed of a travel signal with a first logic value, a first switch signal with a second logic value, and a second switch signal with a second logic value.

[0177] In this case, the second braking state code can be 1000, indicating that the brake push rod has undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is open, the second switch state is open, the corresponding brake pedal state is released, and the braking fault state is signal contradiction fault.

[0178] In this embodiment of the application, if the preset braking code consists of a fifth code and a pressure signal with a second logic value, then the corresponding brake pedal state is a released state and the braking fault state is a second switch fault.

[0179] The fifth code is a braking state code composed of a travel signal with a second logic value, a first switch signal with a first logic value, and a second switch signal with a second logic value.

[0180] In this case, the second braking state code can be 0010, indicating that the brake push rod has not undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch is closed, the second switch is open, the corresponding brake pedal is released, and the braking fault state is the second switch fault.

[0181] In this embodiment of the application, if the preset braking code consists of a sixth code and a pressure signal with a second logic value, then the corresponding brake pedal state is a released state and the braking fault state is a normal transition state.

[0182] The sixth code is a braking state code composed of a travel signal with a second logic value, a first switch signal with a first logic value, and a second switch signal with a first logic value.

[0183] In this case, the second braking state code can be 0011, indicating that the brake push rod has not undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch is closed, the second switch is closed, the corresponding brake pedal is in the released state, and the braking fault state is in the normal transition state.

[0184] In this embodiment of the application, if the preset braking code consists of a seventh code and a pressure signal with a second logic value, then the corresponding brake pedal state is a released state and the braking fault state is a fault-free state.

[0185] The seventh code is a braking state code composed of a travel signal with a second logic value, a first switch signal with a second logic value, and a second switch signal with a first logic value.

[0186] In this case, the second braking state code can be 0001, indicating that the brake push rod has not undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch is open, the second switch is closed, the corresponding brake pedal is released, and the braking fault state is fault-free.

[0187] In this embodiment of the application, if the preset braking code consists of an eighth code and a pressure signal with a second logic value, then the corresponding brake pedal state is a released state and the braking fault state is a dual-channel switch fault.

[0188] The eighth code is a braking state code composed of a travel signal with a value of the second logic value, a first switch signal with a value of the second logic value, and a second switch signal with a value of the second logic value.

[0189] In this case, the second braking state code can be 0000, indicating that the brake push rod has not undergone effective displacement, the brake master cylinder has not established effective pressure, the first switch state is open, the second switch state is open, the corresponding brake pedal state is released, and the braking fault state is a dual-circuit switch fault.

[0190] This application establishes a clear correspondence between states and faults by encoding eight states when the pressure signal indicates no effective pressure build-up. This solves the problem of accurately determining the true position of the pedal and identifying potential faults when no effective hydraulic pressure is detected. By introducing the pressure signal as key veto or corroborating information, the system can effectively verify the consistency of mechanical and electrical signals even when the hydraulic system is not activated, thereby achieving reliable diagnosis of release states or abnormal operating conditions.

[0191] Optionally, the method further includes the following steps: S1111, if the duration of the brake fault state as a contradictory transition state exceeds the preset monitoring duration, then the corresponding brake pedal state is the released state, and the brake fault state is a signal contradictory fault.

[0192] In this embodiment, the stroke signal and pressure signal are generated by the stroke sensor and pressure sensor, respectively, and are the direct basis for determining the pedal state. Inconsistency means that two sensors based on independent physical principles give opposite conclusions about the same event, and the system may have an irreconcilable fundamental contradiction.

[0193] To distinguish between transient interference and a genuine hardware failure, the two signals can be continuously and periodically sampled and compared within the monitoring period. If the two signals do not return to a consistent state in any sampling, this indicates that the discrepancy is stable and not a temporary interference. The preset monitoring period can be 30ms, or it can be set according to actual needs.

[0194] When the above conditions are met, there is no need to determine which signal is correct; instead, the brake pedal state is first determined to be released. In cases of a fundamental, unknown fault in the braking system, forcibly determining the state as released can prevent unexpected braking and prioritize vehicle controllability.

[0195] Secondly, it can be determined that the braking failure is a signal conflict failure caused by irreconcilable data contradictions between the core sensors.

[0196] This application addresses the core challenge of reliably adjudicating and ensuring safety when fundamentally contradictory signals from the two key sensors—stroke and pressure—occur. First, a preset monitoring period is introduced to continuously observe contradictory signals, effectively distinguishing between transient interference and genuine, permanent hardware failures. If the contradiction persists throughout the monitoring period, the system ceases attempting to determine which signal is correct and immediately activates the highest-level safety fault-tolerance mechanism. This mechanism forcibly resolves the brake pedal state to a released state and identifies the fault as a signal contradiction fault. In the event of an irreconcilable and severe fault in the sensor system itself, forcibly outputting a released state minimizes the risk of unexpected braking, prioritizing vehicle safety and controllability. Simultaneously, a clear diagnosis of a signal contradiction fault provides the highest-level fault alarm for the entire vehicle system, offering precise guidance for subsequent maintenance and repair.

[0197] Optionally, the method further includes the following steps: S1121, if the displacement information exceeds a preset first range and the pressure information exceeds a preset second range, then the corresponding brake pedal state is a released state and the brake fault state is a brake failure fault.

[0198] In this embodiment, the first range and the second range are reasonable and valid intervals defined for displacement and pressure, respectively. If the displacement information exceeds the preset first range and the pressure information exceeds the preset second range, it indicates that both the displacement and pressure information are outside the normal and interpretable values ​​of their respective sensors. In this case, the entire system's data source has completely failed, making meaningful logical judgments impossible. The first and second ranges can be set according to actual conditions.

[0199] In extreme cases where the sensor system completely fails and the true state of the brake pedal cannot be determined, classifying the brake pedal as released is the best option to ensure basic vehicle safety and controllability, minimizing the risk of danger caused by system malfunctions. Furthermore, brake failure does not refer to a failure of the braking function itself, but rather to the complete failure of the sensors used to determine the brake pedal's state.

[0200] In specific implementation, taking the first range of 0mm-8mm as an example, when the displacement information is <0mm or the displacement information is >8mm, it is considered that the displacement information exceeds the preset first range.

[0201] Taking the second range of 0 MPa to 1.5 MPa as an example, when the pressure information is <0 MPa or the pressure information is >1.5 MPa, it is considered that the pressure information exceeds the preset first range.

[0202] This application solves the problem of how to prevent the system from making incorrect judgments and triggering the ultimate safety response when displacement and pressure sensors simultaneously output completely unreliable data by setting signal validity boundaries and performing the highest level of fault adjudication.

[0203] By pre-setting reasonable physical ranges for displacement and pressure information, the system ultimately determines their validity. When the raw readings of both core sensors simultaneously exceed their respective effective ranges, it indicates that the entire system's data source has completely failed, rendering any logical judgment based on this data meaningless. In this case, the brake pedal state will be forcibly determined as released, and the fault level will be identified as the highest-level brake failure fault. This ensures that even in the most extreme catastrophic failure scenario where all sensors fail, the system can make a definite and safest output, assuming the pedal is in the released position, thereby minimizing the risk of vehicle loss of control due to a sensor system failure. Simultaneously, a clear brake failure fault triggers the highest-priority alarm and safe stopping request for the entire vehicle, providing ultimate safety assurance for the driver and vehicle.

[0204] Optionally, the vehicle includes a fault indication component. The fault indication component can refer to an audible, visual, or graphic display device installed on the vehicle's dashboard or in an area easily visible to the driver, used to receive fault level signals from the controller and visually indicate the current fault status level of the braking system to the driver in different forms (such as different colored lights, icons, text, or audible alarms). In a specific implementation, the fault indication component may be a malfunction indicator lamp.

[0205] The method further includes the following steps: S1131, when the brake failure state is a first switch failure or a second switch failure, record the fault code corresponding to the first switch failure or the second switch failure to remind the driver to perform subsequent inspections; S1132, when the brake failure state is a dual-circuit switch failure, record the fault code corresponding to the dual-circuit switch failure and remind the driver to perform subsequent inspections; S1133, when the braking fault state is a signal conflict fault, record the fault code corresponding to the signal conflict fault, illuminate the fault indication component using a preset first display mode, and send a first fault message to restrict the operation of the vehicle. S1134, when the braking fault state is a braking failure fault, the fault indication component is illuminated using a preset second display mode, and a second fault message is sent to control the vehicle to stop safely.

[0206] In this embodiment of the application, when the braking fault state is a first switch fault or a second switch fault, the fault code corresponding to the first switch fault or the second switch fault is recorded.

[0207] In practice, a fault in the first switch or the second switch is a transient abnormality. In this case, the fault level is level one. The fault code P0572 corresponding to the first switch fault or the fault code P0573 corresponding to the second switch fault can be recorded, and the system can continue to operate normally while reminding the driver to conduct subsequent checks.

[0208] In this embodiment of the application, when the braking failure state is a dual-circuit switch failure, the fault code corresponding to the dual-circuit switch failure is recorded to remind the driver to conduct subsequent inspections.

[0209] In practice, a dual-circuit switch failure is considered a moderate anomaly, with a fault level of two. In this case, the fault code P0571 corresponding to the dual-circuit switch failure can be recorded, and the current basic logic output can be maintained to continue normal operation, reminding the driver to conduct subsequent checks.

[0210] In this embodiment of the application, when the braking failure state is a signal conflict failure, the fault code corresponding to the signal conflict failure is recorded, the fault indication component is lit up using a preset first display method, and a first fault message is sent to restrict vehicle operation.

[0211] In practical implementation, signal conflict faults are considered serious anomalies, classified as level three. The corresponding fault code P0574 must be recorded, and the yellow fault light on the instrument panel must be illuminated for clear warning. Simultaneously, a first fault message is sent to the vehicle controller via the vehicle bus. This message is configured to request the vehicle controller to perform operations such as limiting the maximum vehicle speed and reducing drive power, putting the vehicle into a restricted operating mode. Under the premise of ensuring basic driving safety, the driver is instructed to arrange for repairs as soon as possible.

[0212] In this embodiment of the application, when the braking fault status is a braking failure fault, the fault code corresponding to the braking failure fault is recorded, the fault indication component is illuminated using a preset second display method, and a second fault message is sent to control the vehicle to stop safely.

[0213] In practical implementation, brake failure is the highest level of system failure, classified as level four. The highest priority fault code corresponding to this brake failure must be recorded, and the red emergency hazard light on the instrument panel must be illuminated immediately for the highest level of warning. Simultaneously, a second fault message is sent to the vehicle controller via the vehicle bus. This second fault message is configured to request the vehicle controller to perform operations to enter a minimum risk state, including but not limited to controlling the vehicle to a safe stop, disabling autonomous driving functions, and prompting the driver to immediately stop safely and await assistance.

[0214] This application addresses the challenge of how to differentiate driver alerts and coordinate with the vehicle control system to implement corresponding safety measures for different levels of braking system faults by establishing a hierarchical response and execution linkage technical solution. For local anomalies such as single-circuit or dual-circuit faults, only a notification is provided while recording the fault code, ensuring uninterrupted basic functions. When faults such as signal inconsistencies severely impact the reliability of judgment occur, not only is the fault recorded and a specific fault light illuminated for clear warning, but a first fault message is also sent to proactively request the vehicle controller to restrict the vehicle's operating state. For the most severe brake failure fault, the highest level of warning is activated, and a second fault message is sent to directly request or trigger the vehicle to execute a safe stopping procedure. This ensures that faults of varying severity receive appropriate human-machine interaction and vehicle control responses, avoiding excessive driver interference while proactively ensuring safety through vehicle-level collaborative control at critical moments, significantly improving the intelligence level of braking system fault management and overall vehicle safety.

[0215] In the specific implementation, refer to Figure 2 The diagram shows a schematic representation of a braking state analysis system according to an embodiment of this application.

[0216] The brake pedal state analysis method of this application can be applied to a brake pedal state analysis system.

[0217] like Figure 2 As shown, the brake pedal state analysis system specifically includes a signal acquisition layer, a signal processing layer, a logic judgment layer, and an execution output layer.

[0218] The signal acquisition layer is used to acquire displacement information of the brake push rod, pressure information of the brake master cylinder, and the switching status of the dual-channel switch.

[0219] The signal processing layer is used to perform standardized preprocessing such as filtering, denoising, and validity checks on continuously acquired displacement information, pressure information, and switch status.

[0220] The signal processing layer is also used to determine the stroke signal corresponding to the displacement information, the pressure signal corresponding to the pressure information, and the switch signal corresponding to the dual-way switch, and to combine the stroke signal and the switch signal to generate the first braking state code, and to combine the stroke signal, the pressure signal and the switch signal to generate the second braking state code.

[0221] The logic judgment layer is used to determine the brake pedal state and brake fault state corresponding to the brake state code based on the brake state code and the preset brake state mapping relationship.

[0222] The execution output layer is used to output the brake pedal status and brake fault status as the result of status parsing, as well as safety control commands. Among them, the safety control commands can be standardized message data sent by the execution output layer to other controllers in the vehicle, such as the vehicle control unit (VCU), through the on-board communication network based on the determined brake fault status, for the purpose of directly intervening in the vehicle's operating status.

[0223] When the fault status is a signal conflict fault, the first fault message is configured to include a control command requesting restrictions on vehicle operation. When the fault status is a brake failure fault, the second fault message is configured to include a control command requesting safe stopping of the vehicle.

[0224] In the specific implementation, refer to Figure 3 The diagram shows a logic flowchart of a braking state analysis provided in an embodiment of this application.

[0225] The process begins by continuously acquiring data from two independent signal sources. First, it obtains the displacement information of the brake push rod and the on / off status of the dual-channel switch.

[0226] Then, the validity of the signal is determined. Specifically, if the displacement information exceeds a preset first range, or the switching status of the dual-channel switch cannot be obtained, the signal is considered invalid. If the displacement information is within the preset first range, and the switching status of the dual-channel switch can be obtained, the signal is considered valid.

[0227] In specific implementation, taking the first range of 0mm-8mm as an example, when the displacement information is <0mm or the displacement information is >8mm, it is considered that the displacement information exceeds the preset first range.

[0228] Then, the stroke signal corresponding to the displacement information and the switch signal corresponding to the dual-channel switch can be determined separately, and the stroke signal and switch signal can be combined to generate a three-bit first braking state code. The switch signal includes a first switch signal and a second switch signal.

[0229] Then, it is determined whether the states corresponding to the travel signal and the switch signal are consistent, that is, whether both the travel signal and the switch signal indicate that the brake pedal is pressed or released.

[0230] Specifically, the parsing result of the braking state can be determined based on the first braking state code and the preset mapping relationship between the braking state code and the braking state. The preset mapping relationship between the braking state code and the braking state can be referred to in sections S1041-S1054, and will not be repeated here.

[0231] The braking status codes under fault-free conditions are 110 and 001.

[0232] The braking status codes under single-circuit switch failure are 101 and 010.

[0233] The braking status code under a dual-circuit switch fault is: 000.

[0234] The braking status codes under normal transition conditions are 111 and 011.

[0235] The braking status code under signal conflict fault is: 100.

[0236] In the normal transition state, anti-shake processing can be triggered, which means continuously monitoring for a preset time, such as 30ms, before making a judgment, in order to avoid misjudgment caused by mechanical switch bouncing.

[0237] The process is complete.

[0238] In the specific implementation, refer to Figure 4 The diagram shows a logic flowchart of another braking state analysis provided in an embodiment of this application.

[0239] The process begins by continuously collecting data from three independent signal sources. This includes acquiring information on the brake pushrod displacement, the brake master cylinder pressure, and the on / off status of the dual-channel switch.

[0240] Then, the stroke signal corresponding to the displacement information, the pressure signal corresponding to the pressure information, and the switch signal corresponding to the dual-channel switch can be determined separately, and the stroke signal, pressure signal, and switch signal can be combined to generate a four-bit second braking state code. Among them, the switch signal includes a first switch signal and a second switch signal.

[0241] Then, determine whether the stroke signal and the pressure signal are consistent. If the stroke signal and the pressure signal are consistent, further judgment is made based on the switch signal.

[0242] Specifically, the analysis result of the braking state can be determined based on the second braking state code and the preset mapping relationship between the braking state code and the braking state. The preset mapping relationship between the braking state code and the braking state can be referred to in sections S1091-S1111, and will not be elaborated here.

[0243] The braking status codes under fault-free conditions are 1110 and 0001.

[0244] The braking status codes under single-circuit switch failure are 1101 and 0010.

[0245] The braking status codes under dual-circuit switch failure are 1100 and 0000.

[0246] The braking status codes under normal transition conditions are 1111 and 0011.

[0247] The braking state codes for the contradictory transition state are 1011 and 0111.

[0248] The braking status codes under signal conflict faults are: 1010, 1001, 1000, 0110, 0101 and 0100.

[0249] The process is complete.

[0250] In the embodiments of this application, some of the solutions in the embodiments of this application can be replaced by the following methods.

[0251] The type of sensor used to acquire pedal action information can be replaced. For example, a sensor measuring the displacement of the push rod can be replaced by a sensor measuring the force acting directly on the brake pedal, such as a strain gauge pressure sensor to detect pedal force. The decision logic is consistent with the claim: when the detected force exceeds a preset force threshold, a logic value representing pressing is output; otherwise, a logic value representing releasing is output. The advantage of this alternative is that it avoids the backlash effects in mechanical transmission. Similarly, mechanical contact switches used to provide switching status signals can be replaced with Hall effect switches that utilize magnetic field changes for non-contact detection. This non-contact design helps improve the mechanical durability of the switch components.

[0252] Logical judgment can also be implemented in the following ways. This application's step of determining the final state based on a state-encoded lookup mapping relationship can be implemented in ways that are not limited to a fixed lookup table method. For example, fuzzy logic algorithms can be used to handle the uncertainty and continuity of signals, and membership functions can be used to achieve smoother state transition judgments. Alternatively, a data-trained neural network model can be used for state recognition. In this alternative, the input to the neural network model is the raw sensor information used for state analysis, and its output is the brake pedal state and brake fault state. This model has the adaptive ability to learn complex judgment patterns from historical data. These are all different algorithms or software implementations that achieve the same judgment objective.

[0253] The hardware system architecture can also be replaced in the following ways. The hardware platform for executing the entire method, especially the core logic judgment function, can be diverse. It can use general-purpose microcontroller units or programmable logic devices such as field-programmable gate arrays (FPGAs), which have advantages in response speed. Furthermore, from a system integration perspective, a centralized processing architecture can be adopted, aggregating all signals to a single controller for processing; or a distributed processing architecture can be adopted, distributing signal preprocessing tasks to multiple related controllers, and then exchanging data and coordinating to complete the final judgment through a high-speed vehicle network.

[0254] One embodiment of this application also provides a vehicle that may include a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the computer program, when executed by the processor, implements the method described above.

[0255] An embodiment of this application also provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, it implements the method described above.

[0256] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0257] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0258] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented 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.

[0259] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of this application. It should 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 terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0260] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate 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.

[0261] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal 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.

[0262] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other modifications and updates to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all modifications and updates falling within the scope of the embodiments of the present application.

[0263] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the aforementioned element.

[0264] The above provides a detailed description of the braking state analysis method, vehicle, and medium. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for analyzing braking states, characterized in that, The brake pedal is connected to a brake push rod, and the brake pedal is mechanically linked to a dual-circuit switch. The method includes: The stroke signal corresponding to the brake push rod is determined based on the displacement information of the brake push rod, and the switching signal corresponding to the dual-way switch is determined based on the switching state of the dual-way switch. The stroke signal and the switch signal are combined to obtain the first braking state code; The analysis result of the braking state is determined based on the first braking state code and the preset mapping relationship between the braking state code and the braking state.

2. The method according to claim 1, characterized in that, The dual-channel switch includes a first switch and a second switch, and the switching states of the dual-channel switch include a first switching state corresponding to the first switch and a second switching state corresponding to the second switch; the switching signals include a first switching signal and a second switching signal. Both the first switch signal and the second switch signal are binary logic values; Determining the switching signal corresponding to the dual-channel switch based on its switching state includes: In response to the first switch being closed, a first logic value is assigned to the first switch signal; and in response to the first switch being open, a second logic value is assigned to the first switch signal. In response to the second switch being closed, a first logic value is assigned to the second switch signal; and in response to the second switch being open, a second logic value is assigned to the second switch signal.

3. The method according to claim 1 or 2, characterized in that, The stroke signal is a binary logic value; determining the stroke signal corresponding to the brake push rod based on the displacement information of the brake push rod includes: Calculate the magnitude relationship between the displacement information and a preset first threshold, and determine the stroke signal corresponding to the brake push rod based on the magnitude relationship; Determining the stroke signal corresponding to the brake push rod based on the magnitude relationship includes: If the magnitude relationship indicates that the displacement information is greater than the first threshold, then the first logic value is assigned to the travel signal; If the magnitude relationship indicates that the displacement information is less than or equal to the first threshold, then the second logic value is assigned to the travel signal.

4. The method according to claim 1 or 3, characterized in that, Both the travel signal and the switch signal are binary logic values, and the switch signal includes a first switch signal and a second switch signal; the first braking state code is obtained by combining the travel signal and the switch signal in a preset order. The preset braking state code includes the first braking state code; the method further includes: The stroke signal corresponding to the brake push rod signal is a first logic value or a second logic value, the first switch signal is a first logic value or a second logic value, and the second switch signal is a first logic value or a second logic value. These are arranged and combined in sequence to obtain a plurality of preset brake state codes. Each first brake state code includes a three-bit binary logic value. The arrangement order of the three-bit binary logic values ​​is the same as the combination order of the stroke signal and the switch signal in the first brake state code. Obtain braking status data within a first time period, the braking status data including the braking status within the first time period, the travel signal of the brake push rod, and the switching signal of the dual-way switch; Based on the braking state data within the first time period, a corresponding braking state is determined for each braking state code, thus obtaining a preset mapping relationship between braking state codes and braking states.

5. The method according to claim 4, characterized in that, The braking status includes the brake pedal status and the braking malfunction status; The preset mapping relationship between braking state codes and braking states includes: If the preset braking state code consists of a stroke signal with a first logic value, a first switch signal with a first logic value, and a second switch signal with a second logic value, then the braking state code is determined to be the first code, and the corresponding brake pedal state is the depressed state and the braking fault state is the fault-free state. If the preset braking state code consists of a stroke signal with a first logic value, a first switch signal with a first logic value, and a second switch signal with a first logic value, then the braking state code is determined to be the second code, the corresponding brake pedal state is the released state, and the braking fault state is the normal transition state. If the preset braking state code consists of a stroke signal with a first logic value, a first switch signal with a second logic value, and a second switch signal with a first logic value, then the braking state code is determined to be the third code, the corresponding brake pedal state is the depressed state, and the braking fault state is the first switch fault. If the preset braking state code consists of a stroke signal with a first logic value, a first switch signal with a second logic value, and a second switch signal with a second logic value, then the braking state code is determined to be the fourth code, the corresponding brake pedal state is the released state, and the braking fault state is the signal contradiction fault.

6. The method according to claim 5, characterized in that, The preset mapping relationship between braking state codes and braking states also includes: If the preset braking state code consists of a travel signal with a second logic value, a first switch signal with a first logic value, and a second switch signal with a second logic value, then the braking state code is determined to be the fifth code, and the corresponding brake pedal state is the released state and the braking fault state is the second switch fault. If the preset braking state code consists of a stroke signal with a second logic value, a first switch signal with a first logic value, and a second switch signal with a first logic value, then the braking state code is determined to be the sixth code, the corresponding brake pedal state is the released state, and the braking fault state is the normal transition state. If the preset braking state code consists of a stroke signal with a value of the second logic value, a first switch signal with a value of the second logic value, and a second switch signal with a value of the first logic value, then the braking state code is determined to be the seventh code, the corresponding brake pedal state is the released state, and the braking fault state is the fault-free state. If the preset braking state code consists of a travel signal with a value of the second logic value, a first switch signal with a value of the second logic value, and a second switch signal with a value of the second logic value, then the braking state code is determined to be the eighth code, the corresponding brake pedal state is the released state, and the braking fault state is the dual-channel switch fault.

7. The method according to claim 1, characterized in that, The brake pedal is connected to the master cylinder via the brake push rod. Determining the brake state parsing result based on the first brake state code and a preset mapping relationship between brake state codes and brake states includes: The pressure signal corresponding to the brake master cylinder is determined based on the pressure information of the brake master cylinder. The pressure signal and the first braking state code are combined to obtain the second braking state code; The analysis result of the braking state is determined based on the second braking state code and the preset mapping relationship between the braking state code and the braking state.

8. The method according to claim 7, characterized in that, The pressure signal is a binary logic value; determining the pressure signal corresponding to the brake master cylinder based on the pressure information of the brake master cylinder includes: If the pressure information is greater than a preset second threshold, then the first logic value is assigned to the pressure signal; If the pressure information is less than or equal to the second threshold, then the second logic value is assigned to the pressure signal.

9. The method according to claim 8, characterized in that, The stroke signal, the pressure signal, and the switch signal are all binary logic values. The switch signal includes a first switch signal and a second switch signal. The first braking state code is obtained by combining the stroke signal and the switch signal in a preset order. The second braking state code is obtained by combining the first braking code and the pressure signal in a preset order. The preset braking state code includes the second braking state code; the method further includes: The first braking code is encoded as a first logic value or a second logic value, and the pressure signal is encoded as a first logic value or a second logic value. These are then arranged and combined in sequence to obtain a plurality of preset braking state codes. Each second braking state code includes a four-bit binary logic value. The order of the four-bit binary logic values ​​is the same as the combination order of the first braking code and the pressure signal in the second braking state code. Based on the braking state data within the second time period, the corresponding braking state is determined for each braking state code, thus obtaining a preset mapping relationship between braking state codes and braking states.

10. The method according to claim 9, characterized in that, The braking status includes the brake pedal status and the braking malfunction status; The preset mapping relationship between braking state codes and braking states includes: If the preset braking code consists of a first code and a pressure signal with a first logic value, then the corresponding brake pedal state is depressed and the braking fault state is fault-free. If the preset braking code consists of a second code and a pressure signal with a first logic value, then the corresponding brake pedal state is depressed and the braking fault state is normal transition state. If the preset braking code consists of a third code and a pressure signal with a first logic value, then the corresponding brake pedal state is depressed and the braking fault state is first switch fault. If the preset braking code consists of a fourth code and a pressure signal with a value of the first logic value, then the corresponding brake pedal state is depressed and the braking fault state is dual-switch fault. If the preset braking code consists of the fifth code and a pressure signal with the first logic value, then the corresponding brake pedal state is the released state, and the braking fault state is the signal contradiction fault. If the preset braking code consists of the sixth code and the pressure signal with the first logic value, then the corresponding brake pedal state is the released state, and the braking fault state is the contradictory transition state. If the preset braking code consists of the seventh code and a pressure signal with the first logic value, then the corresponding brake pedal state is the released state, and the braking fault state is the signal contradiction fault. If the preset braking code consists of the eighth code and a pressure signal with the first logic value, then the corresponding brake pedal state is the released state, and the braking fault state is the signal contradiction fault.

11. The method according to claim 10, characterized in that, The preset mapping relationship between braking state codes and braking states also includes: If the preset braking code consists of a first code and a pressure signal with a second logic value, then the corresponding brake pedal state is the released state, and the braking fault state is the signal contradiction fault. If the preset braking code consists of a second code and a pressure signal with a second logic value, then the corresponding brake pedal state is the released state, and the braking fault state is the contradictory transition state. If the preset braking code consists of a third code and a pressure signal with a value of the second logic value, then the corresponding brake pedal state is the released state, and the braking fault state is the signal contradiction fault. If the preset braking code consists of a fourth code and a pressure signal with a value of the second logic value, then the corresponding brake pedal state is the released state, and the braking fault state is the signal contradiction fault. If the preset brake code consists of the fifth code and a pressure signal with the value of the second logic value, then the corresponding brake pedal state is the released state, and the brake fault state is the second switch fault. If the preset brake code consists of the sixth code and a pressure signal with the second logic value, then the corresponding brake pedal state is the released state, and the brake fault state is the normal transition state. If the preset brake code consists of the seventh code and a pressure signal with the second logic value, then the corresponding brake pedal state is the released state and the brake fault state is the fault-free state. If the preset braking code consists of the eighth code and a pressure signal with the second logic value, then the corresponding brake pedal state is the released state, and the braking fault state is the dual-channel switch fault.

12. The method according to claim 11, characterized in that, The method further includes: If the duration of the contradictory transition state of the braking fault exceeds the preset monitoring duration, the corresponding brake pedal state will be the released state, and the braking fault state will be the contradictory signal fault.

13. The method according to claim 7, characterized in that, The method further includes: If the displacement information exceeds a preset first range and the pressure information exceeds a preset second range, the corresponding brake pedal state is a released state and the brake failure state is a brake failure.

14. A vehicle, characterized in that, It includes a processor, a memory, and a program or instructions stored on the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the method as described in any one of claims 1-13.

15. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the method as described in any one of claims 1-13.

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