Dynamic control method, device, electronic equipment and storage medium for abnormal braking of vehicle during driving

Abstract

This invention provides a dynamic control method, device, electronic device, and storage medium for abnormal braking during vehicle operation, belonging to the field of automotive active safety and functional safety control technology. The method calculates the braking system health index by collecting braking system operating parameters and dynamically calculates the safety threshold by combining real-time vehicle speed and road adhesion coefficient. This enables real-time and accurate identification of braking system abnormalities during vehicle operation. When a serious abnormality is detected, the abnormal actuator channel is immediately cut off, the remaining braking force is redistributed, and redundant modules are activated, thereby preventing fault propagation and ensuring that the vehicle can maintain controllable braking force output even when a fault occurs, significantly improving the safety and stability of the entire vehicle braking system.

Description

Technical Field

[0001] This invention relates to the field of active safety and functional safety control technology for automobiles, and in particular to a dynamic control method, device, electronic device, and storage medium for abnormal braking during vehicle operation. Background Technology

[0002] With the widespread adoption of brake-by-wire technology and autonomous driving systems, braking actuators are gradually shifting from traditional mechanical-hydraulic coupling to fully electronic control. Currently, technologies ensuring braking safety primarily rely on hardware redundancy, fault diagnosis, and fixed-mode degradation.

[0003] In terms of hardware architecture, existing technologies generally employ redundancy to improve system reliability, such as configuring dual-circuit hydraulic systems or dual-motor brake-by-wire systems to ensure that a backup system can take over the braking task if one system fails. Regarding fault diagnosis, existing solutions mostly identify braking system faults (such as actuator jamming or sensor drift) based on abnormal pressure sensor values ​​or wheel speed signal differences, and issue an alarm or reset when the vehicle comes to a complete stop after a fault is detected. In terms of safety strategies, once a serious fault (such as communication interruption) is detected, the system typically triggers a preset fixed degradation mode, such as activating mechanical emergency braking or directly disabling the autonomous driving function, bringing the vehicle to a stop on the side of the road. Some existing technologies use electric braking systems to perform resets or alarms after the vehicle stops, but lack real-time intervention capabilities during driving.

[0004] However, the above-mentioned traditional technical solutions have the following drawbacks: Lack of dynamic isolation capability: Existing technologies mostly provide alarms or trigger fixed degradation after a fault occurs, and cannot identify and isolate faulty modules in real time while the vehicle is in motion, which may cause the fault to spread and affect the overall stability of the system. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a dynamic control method, device, electronic device and storage medium for abnormal braking during vehicle operation, so as to alleviate the technical problem of lack of dynamic isolation capability in traditional technical solutions.

[0006] In a first aspect, the present invention provides a dynamic control method for abnormal braking during vehicle operation, comprising: Collect the vehicle's braking system operating parameters and calculate the braking system health index based on the braking system operating parameters; Dynamic safety thresholds are calculated based on real-time vehicle speed and road surface adhesion coefficient. When a serious abnormality is determined in the braking system based on the braking system health index and the dynamic safety threshold, the control channel of the abnormal brake actuator is cut off, and the braking force of the remaining normal actuators is reallocated and the redundant modules of the braking system are activated.

[0007] Furthermore, the braking system operating parameters include: master cylinder pressure, wheel cylinder pressure, brake pedal travel, wheel speed signal, longitudinal deceleration, and brake motor current. Based on these operating parameters, a braking system health index is calculated, including: Based on preset weighting coefficients, the hydraulic system evaluation function, the braking performance evaluation function, and the electric regenerative braking evaluation function are weighted and summed to obtain the braking system health index.

[0008] Furthermore, the dynamic safety threshold is calculated based on real-time vehicle speed and road surface adhesion coefficient, including: Based on the calibration coefficient, the negative exponent of the real-time vehicle speed and the road surface adhesion coefficient are weighted and summed to obtain the dynamic safety threshold.

[0009] Furthermore, the control channel of the abnormal braking actuator is cut off, including: When a hydraulic actuator malfunction is detected, the hydraulic control path of the corresponding faulty wheel cylinder is cut off, and pressure regulation of that wheel cylinder is stopped. When an electric drive regenerative braking fault is detected, the sending of regenerative braking commands to the motor controller is terminated, and the electric drive braking torque output is cut off. When a sensor signal fault is detected, the signal acquisition channel of the faulty sensor is blocked, and the faulty signal is replaced by a redundant sensor signal or a model-based estimate.

[0010] Furthermore, the braking force of the remaining normal actuators is reallocated, including: Adjust the braking force distribution matrix based on the vehicle dynamics model and real-time operating parameters; If the braking force of the axle to which the currently faulty wheel belongs is lost, the braking force ratio of the other axle is increased to compensate for the insufficient braking force of that axle. If braking force is lost on one side of the wheel, the braking force distribution ratio of the left and right wheels on the same axle is adjusted to counteract the yaw moment and maintain the lateral stability of the vehicle. If regenerative braking force is lost, hydraulic braking force is increased proportionally to maintain a constant total braking force.

[0011] Furthermore, the method also includes: The required braking force is calculated based on the driver's braking intention and the vehicle's mass. The vehicle's degraded operation mode is dynamically switched based on the ratio of the remaining braking force of the remaining normal actuators to the required braking force.

[0012] Furthermore, based on the ratio of the remaining braking force of the remaining normal actuators to the required braking force, the vehicle's degraded operating mode is dynamically switched, including: When the ratio is greater than the first threshold, a mild degradation mode is executed; When the ratio is greater than the second threshold but not greater than the first threshold, a partial degradation mode is executed, wherein the first threshold is greater than the second threshold; When the ratio is not greater than the second threshold, an emergency downgrade mode is executed.

[0013] Secondly, the present invention also provides a dynamic control device for abnormal braking during vehicle operation, comprising: The acquisition and calculation unit is used to acquire the operating parameters of the vehicle's braking system and calculate the braking system health index based on the operating parameters of the braking system; The calculation unit is used to calculate the dynamic safety threshold based on the real-time vehicle speed and the road surface adhesion coefficient; The isolation unit is used to disconnect the control channel of the abnormal brake actuator and reallocate the braking force of the remaining normal actuators and activate the redundant modules of the braking system when a serious abnormality is determined to exist in the braking system based on the braking system health index and the dynamic safety threshold.

[0014] Thirdly, the present invention also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program that can run on the processor, and the processor executes the computer program to implement the method described in the first aspect.

[0015] Fourthly, the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the method described in the first aspect.

[0016] This invention provides a dynamic control method for abnormal braking during vehicle operation, comprising: collecting the vehicle's braking system operating parameters and calculating a braking system health index based on the braking system operating parameters; calculating a dynamic safety threshold based on real-time vehicle speed and road surface adhesion coefficient; when a serious abnormality is determined to exist in the braking system based on the braking system health index and the dynamic safety threshold, cutting off the control channel of the abnormal brake actuator, and redistributing the braking force of the remaining normal actuators and activating the redundant modules of the braking system. As can be seen from the above description, the dynamic control method for abnormal braking during vehicle operation of this invention, by collecting braking system operating parameters to calculate the braking system health index and dynamically calculating the safety threshold in conjunction with real-time vehicle speed and road surface adhesion coefficient, can identify braking system abnormalities in real time and accurately during vehicle operation; when a serious abnormality is determined, the abnormal actuator channel is immediately cut off and the remaining braking force is redistributed and the redundant modules are activated, thereby preventing the fault from spreading and ensuring that the vehicle can still maintain controllable braking force output when a fault occurs, significantly improving the safety and stability of the entire vehicle braking system. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 A flowchart of a dynamic control method for abnormal braking during vehicle operation provided in an embodiment of the present invention; Figure 2 A schematic diagram of a dynamic control device for abnormal braking during vehicle operation provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0019] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] Traditional technical methods lack dynamic isolation capabilities.

[0021] Based on this, the dynamic control method for abnormal braking during vehicle operation of the present invention calculates the braking system health index by collecting braking system operating parameters and dynamically calculates the safety threshold by combining real-time vehicle speed and road adhesion coefficient. It can identify abnormal braking system in real time and accurately during vehicle operation. When a serious abnormality is determined, the abnormal actuator channel is immediately cut off and the remaining braking force is redistributed and the redundant module is activated, thereby avoiding the spread of the fault and ensuring that the vehicle can still maintain controllable braking force output when the fault occurs, which significantly improves the safety and stability of the vehicle braking system.

[0022] To facilitate understanding of this embodiment, a dynamic control method for abnormal braking during vehicle operation, as disclosed in this embodiment of the invention, will first be described in detail.

[0023] Example 1: According to an embodiment of the present invention, an embodiment of a dynamic control method for abnormal braking during vehicle operation is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0024] Figure 1 This is a flowchart of a dynamic control method for abnormal braking during vehicle operation according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps: Step S102: Collect the vehicle's braking system operating parameters and calculate the braking system health index based on the braking system operating parameters; The vehicle braking system (also known as the braking control system) is a core system for ensuring driving safety. Its architecture encompasses five core components: the main control unit (ECU), the brake actuator, the electric drive module, the sensor group, and the safety monitoring module. Through collaborative work, these components achieve accurate acquisition of braking signals, rapid fault identification, dynamic safety isolation, and intelligent scheduling of graded degradation strategies, ultimately ensuring the braking safety and reliability of the vehicle under various operating conditions.

[0025] The core of this step lies in converting the vehicle's physical operating state (i.e., braking system operating parameters) into quantifiable numerical indicators (such as the braking system health index). In practical applications, the system collects key parameters in real time, including master cylinder pressure, wheel cylinder pressure, brake pedal travel, wheel speed signal, longitudinal deceleration, and brake motor current, through various sensors. To ensure data accuracy, a Kalman filter algorithm is typically used to preprocess the raw signals and remove environmental noise interference. Subsequently, the system runs the health index calculation logic, fusing these discrete parameters into a unified value—the braking system health index (BSI). This index is like a vehicle's "health check report score," which can intuitively reflect the current overall operating status of the braking system and serves as a benchmark for judging whether a vehicle is healthy.

[0026] In practice, the aforementioned process of collecting the vehicle's braking system operating parameters constitutes a high-precision signal acquisition process. After acquisition, before calculating the braking system health index, the real-time fusion of braking system operating parameters is also included. The multi-source acquisition layer is the "sensing center" of the braking control system. Its core task is to collect key physical signals related to braking through various sensors and transmit them to the ECU via bus for real-time fusion calculation, providing data support for subsequent anomaly identification, threshold judgment, and strategy execution.

[0027] The sensor array, as the core hardware for signal acquisition, employs a redundancy design to ensure the reliability and accuracy of signal acquisition. Its specific configuration and signal characteristics are as follows: Pressure Sensor: A high-precision piezoresistive pressure sensor is employed, deployed in key oil circuits of the master brake cylinder, wheel cylinders, and hydraulic control unit (HCU). The measurement range is 0-25 MPa, with an accuracy class of ±0.5% FS (full scale). The acquired signals include master cylinder braking pressure (i.e., master cylinder pressure). ), actual pressure of wheel cylinder (i.e., wheel cylinder pressure) This sensor is used to reflect the hydraulic actuation status of the braking system. With a response time ≤1ms, it can quickly capture sudden pressure changes during braking, such as the dynamic process of the master cylinder pressure rising from 0MPa to 15MPa during emergency braking.

[0028] Accelerometer: A triaxial MEMS accelerometer is used, installed at the vehicle's center of gravity and near each wheel. The measurement range is -10g to +10g, with a resolution of 0.001g. It primarily collects the vehicle's longitudinal acceleration (…). ), lateral acceleration ( and vertical acceleration ( ), of which longitudinal acceleration ( ) directly reflects the vehicle's braking deceleration and is a key parameter for judging braking effectiveness; lateral acceleration ( This is used to assist in identifying braking stability under wet and slippery road conditions or steering and braking conditions.

[0029] Wheel speed sensors: Hall effect type wheel speed sensors are used, one for each wheel, with a measurement range of 0-250 km / h and an accuracy of ±1 km / h. This is achieved by acquiring wheel speed signals (…). The wheel speed is calculated by the ECU. ) and wheel angular acceleration ( This is used to determine whether the wheels are locked or slipping, providing basic data for the coordinated operation of the anti-lock braking system (ABS) and traction control system (TCS).

[0030] Motor current sensor: Deployed in the motor controller (MCU) of the electric drive module, it adopts a closed-loop Hall current sensor with a measurement range of -500A to +500A and an accuracy of ±1% FS. It collects the operating current of the electric drive regenerative braking motor. This is used to reflect the intensity of regenerative braking, and at the same time, it can be used to determine whether there are faults such as overload or short circuit in the motor by observing the trend of current changes.

[0031] Auxiliary sensors include temperature sensors and displacement sensors. Temperature sensors are installed inside the brake discs, wheel cylinders, and ECU, with a measurement range of -40℃ to 150℃. They are used to monitor the temperature of critical components in the braking system to prevent brake fade caused by high temperatures. Displacement sensors are installed at the brake pedal to measure pedal travel. ) and pedal speed ( It is used to identify the driver's braking intention and distinguish between emergency braking, normal braking and light braking conditions.

[0032] Bus transmission mechanism: Various signals collected by the sensors are transmitted to the ECU via CAN (Controller Area Network) and FlexRay bus. The coordinated operation of the two buses ensures the real-time performance and reliability of signal transmission. CAN Bus: Utilizing the CAN FD (Flexible Data Rate) bus, with a transmission rate of up to 5Mbps, it primarily transmits conventional braking signals, such as wheel speed signals, acceleration signals, and temperature signals. The CAN bus possesses excellent anti-interference capabilities, supports multi-node communication, and can meet the real-time transmission requirements of most braking system signals. Its transmission delay is ≤5ms, ensuring that signals arrive at the ECU within a 10ms fusion period.

[0033] FlexRay bus: As a highly reliable and real-time bus protocol, it boasts a transmission rate of up to 10Mbps and primarily transmits critical safety signals such as master cylinder pressure, wheel cylinder pressure, and motor current. The FlexRay bus employs a Time Division Multiple Access (TDMA) communication mechanism, supports redundant transmission, effectively avoids signal conflicts, and has a transmission delay of ≤2ms, ensuring rapid transmission of core signals.

[0034] Signal fusion calculation process: The ECU performs fusion calculations on multi-source signals with a period of 10ms. The specific process is as follows: Signal preprocessing: First, the acquired raw signals are filtered using a Kalman filter algorithm to remove sensor noise and environmental interference. For example, Kalman filtering is applied to the wheel speed signal to smooth speed fluctuations caused by road bumps; moving average filtering is used for the pressure signal to eliminate pressure pulsations in the hydraulic system.

[0035] Signal synchronization alignment: Due to differences in response time and bus transmission delay among different sensors, signal synchronization alignment is necessary. Using the ECU's system clock as a reference, the timestamps of the signals are corrected according to the transmission delay parameters of each sensor to ensure that all signals collected within the same cycle correspond to the vehicle state at the same time point.

[0036] Data fusion algorithm: A weighted fusion algorithm is used to fuse the synchronized signals to obtain unified vehicle braking state parameters. For example, through the master cylinder pressure ( ) and wheel cylinder pressure ( The system integrates wheel speed signals and longitudinal acceleration signals to calculate the pressure loss of the hydraulic system; it also integrates wheel speed signals and longitudinal acceleration signals to correct the actual vehicle speed. This improves the accuracy of vehicle speed calculation. The output of the fusion calculation includes: the fused vehicle speed ( ), braking deceleration ( ), equivalent pressure of hydraulic system ( ), regenerative braking equivalent torque ( Core parameters such as these provide input data for the subsequent anomaly detection layer.

[0037] The process of calculating the health index of the braking system will be described in detail below.

[0038] Step S104: Calculate the dynamic safety threshold based on the real-time vehicle speed and road surface adhesion coefficient; Traditional fixed thresholds often fail to adapt to complex road conditions; therefore, this step introduces a dynamic adjustment mechanism. The system acquires real-time vehicle speed information and estimated road surface adhesion coefficients, which are then used in the dynamic threshold model for calculation. Unlike a fixed "passing grade," this dynamic safety threshold (… This is a "warning line" that changes with the environment. Its setting logic is: at high speeds or on low-friction surfaces, the system's fault tolerance is lower, so the threshold automatically tightens; conversely, at low speeds or on high-friction surfaces, the threshold is appropriately relaxed. Through this adaptive calculation method, it can more accurately match current driving safety requirements.

[0039] Step S106: When it is determined that there is a serious abnormality in the braking system based on the braking system health index and dynamic safety threshold, the control channel of the abnormal brake actuator is cut off, and the braking force of the remaining normal actuators is reallocated and the redundant modules of the braking system are activated.

[0040] Specifically, the ECU will calculate the health index in real time. With dynamic security threshold Perform a comparison, and trigger different levels of alarms and subsequent processing logic based on the comparison results: Normal state: When ≥ At this time, the system is in normal working condition, with no alarm information output, and each component operates according to normal logic; Level L1 alarm (potential anomaly): When < but ≥ 0.5× When this occurs, an L1 level alarm is triggered. At this time, there is a minor fault or abnormality in the system. The ECU issues a yellow warning to the driver through the instrument panel (such as "Minor abnormality in the braking system, please drive with caution"), and records the fault information (fault code, time of occurrence, operating parameters) to the fault memory. L2 / L3 level isolation (severe anomaly): When <0.5× When an ECU triggers isolation, it initiates either L2 or L3 level isolation. L2 level isolation is suitable for non-fatal faults (such as a single wheel cylinder pressure sensor failure), while L3 level isolation is suitable for fatal faults (such as severe master cylinder pressure leakage or regenerative brake motor failure). Upon triggering isolation, the ECU immediately initiates dynamic isolation execution logic, simultaneously issuing a red warning to the driver via the instrument cluster, accompanied by audible and visual alarms, to alert the driver to the braking system status. Specifically, the dynamic isolation execution logic may involve: cutting off the control channel of the malfunctioning brake actuator, reallocating the braking force of the remaining normal actuators, and activating redundant modules in the braking system.

[0041] This is the system's "emergency response" phase. When a serious anomaly is detected, the safety protection mechanism is immediately triggered. First, to prevent the fault from spreading, the system quickly cuts off the control channel of the malfunctioning actuator, which is equivalent to cutting off the faulty circuit in the electrical circuit. Next, to ensure that the vehicle can still stop, the system activates "backup members"—that is, the remaining normal actuators and redundant modules. Through complex algorithms, the braking force originally borne by the faulty component is rationally distributed to the healthy components, ensuring that the vehicle still has controllable braking capability in the faulty state.

[0042] The above provides a brief overview of the dynamic control method for abnormal braking during vehicle operation according to the present invention. The specific details involved are described in detail below.

[0043] In an optional embodiment of the present invention, the braking system operating parameters include: master cylinder pressure, wheel cylinder pressure, brake pedal travel, wheel speed signal, longitudinal deceleration, and brake motor current. The braking system health index is calculated based on these operating parameters, specifically including the following steps: Based on preset weighting coefficients, the evaluation functions of hydraulic system, braking performance, and electric regenerative braking are weighted and summed to obtain the braking system health index. Among them, the hydraulic system evaluation function is determined based on the master cylinder pressure and wheel cylinder pressure; the braking performance evaluation function is determined based on the theoretical mapping relationship between the brake pedal travel and the braking deceleration, as well as the actual longitudinal deceleration, which is calculated by fusing the wheel speed signal and the longitudinal deceleration; and the electric regenerative braking evaluation function is determined based on the brake motor current.

[0044] In this specific implementation, the health index function, as the core algorithm for fault diagnosis, comprehensively reflects the working status of various key components of the braking system, providing a basis for subsequent threshold judgment. (The calculation of the braking system health index, the calculation of the dynamic safety threshold, and anomaly identification are performed by the anomaly identification layer. Additionally, the anomaly identification layer records the changing trend of the health index, and through trend analysis, determines whether the fault is a sudden fault (such as a sudden leak) or a gradual fault (such as efficiency reduction caused by brake wear), providing more accurate fault information for subsequent isolation and degradation strategies.) The braking system health index is not a simple average, but is calculated through a weighted summation. Different subsystems have different degrees of impact on vehicle safety, therefore weighting coefficients are introduced. The specific calculation model is as follows: ,in, Indicates the health index of the braking system. , , This represents the preset weighting coefficient. This represents the evaluation function for the hydraulic system. Indicates the master cylinder pressure. Indicates the cylinder pressure. This represents the function for evaluating the braking performance. This represents the theoretical mapping relationship between brake pedal travel and braking deceleration. This represents the actual longitudinal deceleration, calculated by fusing the wheel speed signal and the longitudinal deceleration. This represents the evaluation function for electric regenerative braking. This indicates the brake motor current.

[0045] The weighting coefficients are determined using the analytic hierarchy process (AHP) combined with engineering calibration. Typically, the hydraulic system has the largest weight because it directly relates to the generation of braking force. For example: =0.4 (Weight of hydraulic system) =0.35 (Weight of braking execution effect) =0.25 (Electric regenerative braking weight). This value is determined based on engineering experience that hydraulic system failures have the greatest impact on braking safety, while regenerative braking failures have a relatively smaller impact.

[0046] Normalized mapping function ( The normalization mapping function maps the original data of each evaluation indicator to the [0,1] interval, facilitating weighted summation. The mapping functions for different evaluation indicators are defined as follows: Hydraulic system evaluation function Based on master cylinder pressure With cylinder pressure The difference is mapped. The pressure difference is defined. ,when When the pressure is ≤0.5MPa, the hydraulic system is considered to be working normally. =1; when A pressure ≥3 MPa indicates a serious leakage fault in the hydraulic system. =0; the intermediate interval is calculated using linear interpolation, that is: .

[0047] Hydraulic system evaluation function It is primarily used to measure the sealing and responsiveness of hydraulic circuits. It works by calculating the master cylinder pressure. With cylinder pressure The difference between the two values ​​is used to judge. If the difference is very small, it indicates that the hydraulic transmission efficiency is high and the system is healthy; if the difference is too large, it may mean that there is a leak or jamming. For example, when the pressure difference exceeds the set fault range (such as 3MPa), the output value of this function will approach 0, indicating that the hydraulic system is in a serious fault state.

[0048] Braking performance evaluation function middle, Indicates the travel of the brake pedal The theoretical mapping relationship between the pedal travel and braking deceleration was established. Target deceleration corresponding to different pedal travels was obtained through bench testing and calibration. In actual calculations, the pedal travel was first determined... Query target deceleration Then calculate the actual deceleration. Deceleration relative to the target deviation rate .

[0049] then When ≤10%, ; then ≥40% ; The intermediate interval employs a nonlinear mapping to amplify fault sensitivity when deviations are large: .

[0050] The braking performance evaluation function is based on the theoretical mapping relationship between brake pedal travel and braking deceleration, and is determined by the actual longitudinal deceleration, which is calculated by fusing wheel speed signals and longitudinal deceleration. The function focuses on the matching degree between "input" and "output." It first queries the theoretical target deceleration based on brake pedal travel, and then compares it with the actual longitudinal deceleration calculated by fusing wheel speed signals and acceleration sensors. If the driver depresses the pedal, but the vehicle's deceleration is far below expectations (e.g., a deviation exceeding 40%), it indicates poor braking performance, and the function value will decrease accordingly, reflecting a loss of braking effectiveness.

[0051] Evaluation function for electric regenerative braking Based on motor current With the target regeneration current The deviation is mapped. The target regenerative current is calculated by the ECU based on braking intensity and battery SOC. The current deviation rate is defined. .

[0052] when When ≤5%, =1; when When ≥25%, =0; The intermediate interval uses a linear mapping: .

[0053] Evaluation function for electric regenerative braking This is achieved by monitoring the brake motor current ( This is achieved by comparing the actual current with the target regenerative current. If the current deviation rate is too large, or if there are abnormalities such as overload or short circuit, the function value will decrease, thus reflecting the fault status of the electric drive system in the health index.

[0054] By using this modular evaluation and weighted summation method, the complex vehicle status can be accurately condensed into a single value, providing precise data support for subsequent fault diagnosis.

[0055] In an optional embodiment of the present invention, the dynamic safety threshold is calculated based on the real-time vehicle speed and the road surface adhesion coefficient, specifically including the following steps: Based on the calibration coefficient, the dynamic safety threshold is obtained by weighted summation of the negative exponent of the real-time vehicle speed and the road adhesion coefficient.

[0056] Specifically, the core of the dynamic threshold model is based on the vehicle's real-time speed ( ) and road surface adhesion coefficient ( Dynamic safety threshold for dynamically calculating the health index of the braking system. Compared to fixed thresholds, dynamic thresholds can adapt to braking safety requirements under different driving conditions, avoid false alarms or missed alarms caused by changes in operating conditions, and improve the accuracy and adaptability of fault identification.

[0057] This step is implemented using a specific mathematical model to construct the dynamic threshold. Its expression is: ,in, , These coefficients were calibrated through extensive bench testing and real-vehicle road testing, and their values ​​are as follows: , . The vehicle speed influence coefficient reflects the negative correlation between vehicle speed and braking safety threshold. The road surface adhesion coefficient influence coefficient reflects the positive correlation between the road surface adhesion coefficient and the braking safety threshold.

[0058] The impact of real-time vehicle speed: The vehicle speed obtained by fusing multiple source acquisition layers ( The unit is km / h, and the value ranges from 0 to 250 km / h. The higher the vehicle speed, the lower the tolerance of the braking system; therefore, the threshold... The speed decreases as the vehicle speed increases. For example, when the vehicle speed is 120 km / h, ≈0.57, ≈0.37; when the vehicle speed is 30km / h, ≈0.82, The value is approximately 0.53, which reflects the higher requirements for the health status of the system when driving at high speeds.

[0059] Road surface adhesion coefficient ( The road adhesion coefficient is estimated in real time using the ECU. The estimation method is based on wheel speed signals, longitudinal acceleration signals, and a tire model. The reference value for the adhesion coefficient of common road surfaces is: dry asphalt pavement. =0.8 0.9, slippery asphalt pavement =0.4 0.6, icy and snowy road surface =0.1 0.2.

[0060] The lower the road surface adhesion coefficient, the worse the braking performance of the braking system. To ensure braking safety, a threshold value is required. It decreases as the coefficient of adhesion decreases. For example, on icy and snowy roads ( When =0.1), =0.025; on dry asphalt pavement ( When =0.8), =0.2, which reflects the stringent requirements for the health status of a low-adhesion road surface.

[0061] This algorithm, which combines the negative exponent of vehicle speed with the road surface adhesion coefficient, makes the safety threshold no longer a rigid fixed value, but can be like a "living radar" that can perceive road conditions in real time and adjust the warning line.

[0062] In an optional embodiment of the present invention, cutting off the control channel of the abnormal braking actuator specifically includes the following steps: (1) When a fault is detected in the hydraulic actuator, the hydraulic control path of the corresponding faulty wheel cylinder is cut off and the pressure regulation of the wheel cylinder is stopped; When a hydraulic system malfunctions (such as a stuck solenoid valve or sensor failure), the system will cut off the control path of the corresponding faulty wheel cylinder through a hardware safety mechanism. Specifically, the ECU will cut off the power supply circuit to the faulty solenoid valve and close the relevant hydraulic isolation valve. For example, if the left front wheel cylinder malfunctions, the system will immediately lock the hydraulic path of that wheel cylinder, preventing it from participating in pressure regulation and preventing the vehicle from veering due to loss of control of a single wheel.

[0063] (2) When an electric drive regenerative braking fault is detected, the sending of regenerative braking commands to the motor controller is terminated and the electric drive braking torque output is cut off; In the event of a fault in the electric drive system, the system employs a "command cutoff" strategy. Once an abnormal motor current or controller communication loss is detected, the ECU immediately stops sending torque request messages to the motor controller or sends a forced torque zeroing command. This effectively prevents the motor from generating reverse torque or dragging torque under fault conditions, thus avoiding interference with the vehicle's normal operation.

[0064] (3) When a sensor signal fault is detected, the signal acquisition channel of the faulty sensor is blocked, and the faulty signal is replaced by a redundant sensor signal or a model-based estimate.

[0065] In response to sensor failures, the system first shields the signal input of the faulty channel at the software level to prevent erroneous data from contaminating the control system. Next, the system activates a "signal replacement" mechanism. For example, when the master cylinder pressure sensor fails, the system does not immediately shut down. Instead, it uses data from the wheel cylinder pressure sensors, combined with the vehicle dynamics model, to perform a reverse estimation and calculate an equivalent master cylinder pressure value, thereby maintaining closed-loop control of the system.

[0066] Through these three hardware-level and software-level disconnection and shielding methods, the system achieves precise isolation of the fault source and prevents the spread of the "lesion".

[0067] In an optional embodiment of the present invention, the braking force of the remaining normal actuators is reallocated, specifically including the following steps: (1) Adjust the braking force distribution matrix based on the vehicle dynamics model and real-time operating parameters; Specifically, the redistribution of braking force is not a simple matter of "turning off the brakes wherever they fail," but rather a real-time calculation based on a complex vehicle dynamics model. The system recalculates the optimal braking force required for all four wheels based on the current vehicle speed, load, and cornering condition.

[0068] (2) If the braking force of the axle to which the currently faulty wheel belongs is lost, the braking force ratio of the other axle is increased to compensate for the insufficient braking force of that axle. For example, if a severe leak occurs in the hydraulic system of the front axle, causing a loss of braking force, the system will adjust the inter-axle braking force distribution ratio through an algorithm. It will instruct the normal actuators on the rear axle to output greater braking force to compensate for the loss on the front axle. This inter-axle transfer-based strategy can effectively prevent excessive braking distances or nose-diving caused by single-axle failure.

[0069] (3) If the braking force of one wheel is lost, the braking force distribution ratio of the left and right wheels on the same axle is adjusted to counteract the yaw moment and maintain the lateral stability of the vehicle. When a single wheel (such as the left front wheel) fails and is isolated, if the asymmetrical braking force is not addressed, the vehicle will experience a yaw moment and spin (fishtail). To counteract this, the system adjusts the braking force of the unaffected wheel on the same axle (the right front wheel), and may even coordinate with the diagonally opposite wheels (the right rear wheel or the left rear wheel) to counteract the yaw moment through differential adjustment, ensuring that the vehicle does not veer off course during braking.

[0070] (4) If the regenerative braking force is lost, the hydraulic braking force is increased proportionally to the loss in order to keep the total braking force constant.

[0071] In the event of electric braking failure, the system will activate a "hydraulic compensation" mechanism. For example, if the regenerative braking originally provided 30% of the braking force, the system will automatically instruct the hydraulic system to increase its output by 30% after the failure, ensuring that the driver's brake pedal feel and the total braking force of the vehicle remain unchanged, thus maintaining a consistent driving experience.

[0072] Activating redundant modules in the braking system is a crucial step in dynamic isolation execution. Redundancy design ensures that core braking functions are maintained even in the event of a fault. Redundant modules in the braking control system mainly fall into two categories: Hardware redundancy module: Dual ECU redundancy: The system is configured with a primary ECU and a redundant ECU, which synchronize data in real time and monitor each other's operating status. When the primary ECU triggers L3 isolation, the redundant ECU immediately takes over the braking control authority to ensure continuous output of braking commands. The switching time is ≤100ms, avoiding braking failure due to primary ECU failure. Dual hydraulic circuit redundancy: The brake hydraulic system adopts an X-type dual-circuit design (front left-rear right, front right-rear left). When one circuit is isolated due to a fault, the other circuit can still operate normally, ensuring at least 50% of the braking force output. For example, after the front left-rear right circuit is isolated due to leakage, the front right-rear left circuit can continue to provide braking force, ensuring that the vehicle can still decelerate and stop.

[0073] Functional redundancy module: Electric regenerative braking assist redundancy: When the hydraulic braking system triggers L2-level isolation (e.g., a single wheel cylinder failure), the ECU activates the regenerative braking assist function to compensate for the loss of hydraulic braking force by increasing the regenerative braking torque. For example, when the hydraulic braking force loss is 20%, the regenerative braking torque increases from 150 N. m increased to 220N m, to ensure that the total braking force meets the requirements; Mechanical braking redundancy: For vehicles equipped with electronic parking brake (EPB), when both hydraulic and electric braking trigger L3 isolation, the ECU activates the EPB mechanical braking function, using a motor to drive the brake calipers to clamp the brake discs and provide emergency braking force. The deceleration of EPB emergency braking can reach 0.3g, which can meet the emergency stopping needs under low-speed conditions.

[0074] In an optional embodiment of the present invention, the method further includes the following steps: The required braking force is calculated based on the driver's braking intention and the vehicle's mass. The vehicle's degraded operation mode is dynamically switched based on the ratio of the remaining braking force of the remaining normal actuators to the required braking force.

[0075] This step introduces a "capacity assessment" mechanism. The system not only knows where the problem lies, but also "how much force remains." It first calculates the driver's desired braking force (demand braking force, determined by the driver's braking intention and vehicle operating conditions) based on the brake pedal depth and speed. The ECU identifies the driver's braking intention (emergency braking, normal braking, light braking) through brake pedal travel and speed, and, combined with the current vehicle speed and road surface adhesion coefficient, calculates the demand braking force using the following formula: ,in, Indicates the quality of the car. This represents the target braking deceleration. Different braking intentions correspond to different target braking decelerations, and the correspondence between braking intentions and target braking decelerations can be preset. Then, the maximum braking force that the system can still provide (remaining braking force) is calculated. ,in, Indicates the remaining braking force of the hydraulic brakes. Indicates the remaining braking force of regenerative braking. This represents the emergency braking force of the mechanical brake. The ratio of these two forces (η=) is calculated. The system can quantify the current "damage" level and automatically switch to different downgrade modes accordingly, thereby maximizing vehicle availability while ensuring safety.

[0076] In an optional embodiment of the present invention, the degraded operation mode of the vehicle is dynamically switched according to the ratio of the remaining braking force of the remaining normal actuator to the required braking force, specifically including the following steps: (1) When the ratio is greater than the first threshold, a mild degradation mode is executed, wherein the mild degradation mode includes: based on the preset braking force distribution strategy, the remaining normal actuators are preferentially called to output braking force and output a minor fault prompt message, without limiting the maximum vehicle speed; When η > 0.8, the system determines that although the vehicle is damaged, its combat capability remains above 90%. At this point, it enters a mild downgrade mode. The system silently isolates the faulty sensors in the background, and a small yellow icon may light up on the dashboard to indicate to the driver that "there is a minor problem with the braking system." However, the vehicle's maximum speed and power performance are not limited in any way, and the driver can continue to drive normally to the repair shop.

[0077] (2) When the ratio is greater than the second threshold and not greater than the first threshold, a partial degradation mode is executed, wherein the partial degradation mode includes: based on the current road speed limit, the maximum driving speed of the vehicle is limited, the feedback resistance of the brake pedal is increased to prompt the driver to increase the pedal force, the predicted braking distance is monitored, and when the predicted braking distance exceeds the safety threshold, the hydraulic braking pressure or regenerative braking torque is automatically increased to compensate for the braking distance, and a fault alarm prompt corresponding to the partial degradation is output, wherein the first threshold is greater than the second threshold; When 0.5 ≤ η ≤ 0.8, the vehicle enters a "fighting with a problem" state. The system will limit the vehicle's maximum speed (e.g., below 80 km / h) and actively increase the simulated resistance of the brake pedal, reminding the driver to press the pedal deeper to obtain sufficient braking force. At the same time, the system will constantly monitor the predicted braking distance, and if it detects that the distance is insufficient, it will automatically increase the force of the remaining actuators to compensate.

[0078] (3) When the ratio is not greater than the second threshold, the emergency downgrade mode is executed. The emergency downgrade mode includes: forcibly limiting the vehicle speed to a preset safety threshold and prohibiting the vehicle from accelerating, controlling the external lighting system to issue an emergency warning signal, outputting an emergency stop prompt, and controlling the steering system to assist the vehicle in driving into a safe area. If no response operation from the driver is detected, the electronic parking brake is triggered to force a stop.

[0079] When η < 0.5, it means that the vehicle's braking force has been reduced by more than half, placing it in an extremely dangerous state. The system immediately activates the emergency degrade mode, forcibly limiting the vehicle speed (e.g., to no more than 40 km / h) and prohibiting acceleration. Simultaneously, the hazard lights and brake lights flash at a high frequency to send a distress signal to surrounding vehicles. The system will prompt the driver to "stop immediately" via voice and assist in steering towards the emergency lane. If the driver does not respond within the specified time, the system will automatically trigger the electronic parking brake (EPB), forcing the vehicle to a safe stop and preventing a serious accident.

[0080] In an optional embodiment of the present invention, the method further includes: a security domain coordination mechanism and a recovery judgment mechanism; The security domain collaboration mechanism specifically includes the following steps: (1) When the emergency degradation mode is triggered, a braking degradation event is broadcast to the vehicle safety domain via the vehicle Ethernet. The braking degradation event includes: degradation operation mode, ratio and type of faulty component. (2) After receiving the braking degrade event, if the driver does not take over the vehicle within a preset time, the autonomous driving domain controller will automatically start the safe parking strategy, control the steering system to plan the path and drive to the safe area, and at the same time coordinate with the braking system to stop smoothly at a preset deceleration. (3) After receiving the braking degradation event, the chassis control system activates the stability enhancement mode, including: increasing steering assist, improving the intervention sensitivity of the electronic stability program, and adjusting the stiffness of the active suspension. (4) After receiving a brake degrade event, the vehicle body control system activates the all-round warning function, including: controlling the exterior lighting system to issue a fault warning signal and activating the in-vehicle and out-of-vehicle voice alarm system; Specifically, when the braking system triggers Level 3 degradation (emergency degradation), the control of a single system can no longer ensure driving safety. It is necessary to activate the safety domain coordination mechanism to link with the automated driving system (ADS), chassis control system, body control system and other cross systems to achieve integrated safety control of "braking-steering-warning".

[0081] Cooperative signal transmission and event definition Safety Domain Communication Protocol: The braking system establishes a communication connection with the vehicle safety domain controller via in-vehicle Ethernet, with a transmission rate of up to 100Mbps, supporting high-bandwidth, low-latency real-time data interaction. The communication protocol adopts SOME / IP (Scalable service-Oriented Middleware over IP) to achieve cross-system service discovery and data transmission.

[0082] Core event definition: The core event broadcast by the braking system to the safety domain is "Brake_Degrade", which includes the following key parameters: Downgrade level (L3); Residual braking force ratio (η); Types of faulty components (e.g., "dual hydraulic circuit failure" or "regenerative braking failure"). Recommended handling strategies (such as "safe parking" or "driver takeover"); The event timestamp and the vehicle's current location (latitude and longitude).

[0083] Cross-system collaborative control strategy Collaboration with Automatic Automated Driving Systems (ADS): After receiving the "Brake_Degrade" event, ADS immediately switches from autonomous driving mode to "emergency takeover request mode" and sends a takeover request to the driver through the human-machine interface (HMI), displaying "Please take over the vehicle immediately, remaining takeover time: 10s"; If the driver does not take over within 10 seconds (does not operate the steering wheel or pedals), ADS will activate the "Safe Stop" strategy: Plan the shortest parking route, prioritizing safe areas such as emergency lanes and road shoulders, and avoiding oncoming lanes and obstacles; Slowly adjust the vehicle's direction by controlling the steering system, keeping the steering angular velocity no more than 5° / s, to avoid sudden steering that could cause the vehicle to roll over. The coordinated braking system gradually increases braking force, and the braking deceleration is controlled at 0.2-0.3g to ensure smooth vehicle deceleration; After parking, the system automatically engages the EPB, shuts off the power system, and sends "emergency parking" location information to the traffic management department to avoid disrupting traffic.

[0084] Synergy with the chassis control system: Upon receiving the event, the chassis control system (including steering, suspension, and ESP) activates the "Stability Enhancement" mode: The steering system adds power steering, reducing the effort required for the driver to take over. Electronic Stability Program (ESP) improves intervention sensitivity and corrects the vehicle's trajectory in real time to avoid instability such as veering or fishtailing during braking; The active suspension system adjusts the suspension stiffness, increases vehicle stability, and reduces the impact of braking dive on driver operation.

[0085] Synergy with the vehicle body control system: The vehicle control system activates the "all-around warning" function: Turn on the front and rear brake lights and hazard lights, and turn on the high-mounted brake light to warn surrounding vehicles of a brake malfunction. Activate the in-vehicle voice alarm system, which will play "Brake system malfunction, emergency stop in progress, please remain calm" in a loop at a volume of 80dB. If the vehicle is equipped with an external voice system, it can broadcast a message to pedestrians and non-motorized vehicles outside the vehicle, "Vehicle malfunction, please give way," to avoid collisions.

[0086] The recovery judgment mechanism specifically includes the following steps: (1) After disconnecting the abnormal channel, continuously monitor the signal stability of the isolated module; (2) When the fault is eliminated and the signal remains stable for a longer period than the preset time, the restart detection process is executed. The restart detection process includes pre-start diagnosis, low load test and high load verification performed in sequence. (3) If the restart detection process passes, the isolation is lifted and the normal working permission of the isolated module is restored, and the braking force of the isolated module is gradually integrated into the total braking force distribution matrix.

[0087] Specifically, after the faulty module signal stabilizes, in order to ensure the safety of the system after restarting, it is necessary to conduct multi-dimensional verification through the recovery judgment mechanism to avoid secondary risks caused by incomplete elimination of the fault.

[0088] Restore trigger conditions The recovery assessment process can only be triggered if the faulty module meets the following conditions: Signal stability: Critical signals of the faulty module (such as pressure, current, and speed) return to normal range, and the stable time Δt > 1.5s. For example, after repairing a hydraulic system leak, the pressure difference ΔP between the master cylinder and wheel cylinder is < 0.5MPa, and remains stable for 2s. No new fault codes: The ECU did not detect any new fault codes for this module or related modules, ensuring that the fault has not spread to other components; Environmental adaptability: The current vehicle driving conditions (vehicle speed, road surface adhesion coefficient) meet the restart requirements, namely, vehicle speed v < 60km / h and road surface adhesion coefficient μ > 0.5 (dry asphalt road surface), to avoid the risks caused by restarting on high-speed or low-adhesion roads.

[0089] Restart the detection process The ECU will perform a restart test following these steps. The entire process should take ≤5 seconds: Pre-start diagnostics (0-1s): Send a pre-start control command to the faulty module and detect the module's response delay (required to be ≤100ms). The initial state parameters of the acquisition module (such as sensor zero drift and actuator initial position) are used to determine whether they meet the normal start-up requirements. For example, when the wheel cylinder solenoid valve is pre-started, the response delay must be ≤50ms and the initial position deviation must be ≤0.1mm.

[0090] Low load test (1-3s): The control fault module enters a low-load operating state, outputting 20% ​​of its rated braking force (e.g., 5MPa pressure from a hydraulic system, 50N from regenerative braking). (m torque); The module's operating parameters (such as temperature, current, and vibration) are monitored in real time to ensure there are no abnormal fluctuations. For example, during low-load testing of the motor, the fluctuation range of the operating current should be ≤5%, and the temperature rise should be ≤2℃.

[0091] High-load verification (3-5s): Gradually increase the module load to 80% of the rated capacity and maintain it for 1 s to simulate the normal braking condition; Verify the collaborative working ability of the module with other normal modules, such as the braking force distribution accuracy (error ≤ 10%) and the bus communication delay (≤ 2 ms).

[0092] Isolation解除 and system reset Isolation解除 condition: During the restart detection process, if all test items pass (no abnormal parameters, no fault codes, normal collaboration), the ECU解除 the isolation of this module and restore its normal working permission; System reset strategy: Gradually integrate the braking force output of this module into the total braking force distribution matrix, and the integration process takes ≤ 2 s to avoid vehicle impact caused by sudden change of braking force; Clear the historical fault codes of this module and update the system health index , if ≥ , then turn off the alarm prompt and restore the system to the normal working mode; Continuously monitor this module for 10 s. If an abnormality occurs again, immediately re-isolate it and record the "secondary fault" information for subsequent maintenance diagnosis.

[0093] This embodiment describes the "intelligence" and "resilience" of the system. In terms of safety domain collaboration, when the braking system itself cannot independently solve the crisis, it will send a "SOS signal" (Brake_Degrade event) to the autonomous driving (ADS), chassis and body systems through the vehicle-mounted Ethernet. This triggers the full-vehicle safety linkage: the steering system takes over the path planning, the chassis system adjusts the suspension to keep the vehicle body stable, and the lighting and voice systems issue the highest-level warning externally. This cross-domain collaboration ensures that even in the most severe braking failure, the vehicle can still remain safe as a whole.

[0094] In terms of fault recovery, the system does not "fail completely", but has the "self-healing" ability. After the fault signal disappears and stabilizes for a period of time, the system will automatically execute a rigorous "physical examination process" (pre-start diagnosis, low-load test, high-load verification). Only when the isolated module passes all tests and proves that it has indeed recovered to normal, the system will carefully re-incorporate it into the control system and gradually restore its braking force output. This mechanism avoids permanent function loss caused by occasional faults and greatly improves the system availability and user experience.

[0095] It should be noted that the term "解除" in Chinese is translated as "解除" here as it seems to be a specific term in the context that may not have a more common English equivalent. If there is a more appropriate English term for it, it can be adjusted accordingly. Also, some parts like " " etc. are preserved as they are likely specific identifiers in the original text.This method is applicable to electronic braking systems (EBS), brake booster systems (iBooster), and brake-by-wire (BBW) systems in traditional gasoline vehicles, electric vehicles, and hybrid vehicles. It enables real-time detection of braking anomalies, dynamic isolation, adaptive degraded control, cross-control domain safety coordination, and an adaptive safety closed-loop mechanism for automatic recovery during vehicle operation, thereby improving overall vehicle safety and functional safety consistency.

[0096] Compared with the prior art, the present invention has the following beneficial effects: Real-time dynamic isolation capability: Identifies and isolates faulty pathways during vehicle operation without manual intervention; Multi-level downgrade strategy: Adaptively selects the appropriate downgrade level based on driving conditions to improve safety and comfort; Cross-domain safety collaboration: It can interact with the power domain, chassis domain, and intelligent driving domain to form a system-level safety closed loop; Rapid recovery mechanism: The braking function can be automatically restored after the fault is cleared, reducing system downtime; Functional safety conformity: It complies with safety design principles and can be used in L3 to L5 level autonomous vehicles.

[0097] Experimental verification shows that in a simulated motor brake jamming scenario, the method of the present invention can complete the isolation and degradation response within 50ms, which improves the response speed by about 80% compared with the traditional passive alarm system and significantly reduces the risk of loss of control.

[0098] Example 2: This invention also provides a dynamic control device for abnormal braking during vehicle operation. This dynamic control device is mainly used to execute the dynamic control method for abnormal braking during vehicle operation provided in Embodiment 1 of this invention. The following is a detailed description of the dynamic control device for abnormal braking during vehicle operation provided in this invention.

[0099] Figure 2 This is a schematic diagram of a dynamic control device for abnormal braking during vehicle operation according to an embodiment of the present invention, as shown below. Figure 2 As shown, the device mainly includes: a data acquisition and calculation unit 10, a calculation unit 20, and an isolation unit 30, wherein: The acquisition and calculation unit 10 is used to acquire the operating parameters of the vehicle's braking system and calculate the braking system health index based on the operating parameters of the braking system. Calculation unit 20 is used to calculate dynamic safety thresholds based on real-time vehicle speed and road surface adhesion coefficient; The isolation unit 30 is used to cut off the control channel of the abnormal brake actuator and redistribute the braking force of the remaining normal actuators and activate the redundant modules of the brake system when a serious abnormality is determined to exist in the brake system based on the brake system health index and dynamic safety threshold.

[0100] This invention provides a dynamic control device for abnormal braking during vehicle operation, comprising: collecting the vehicle's braking system operating parameters and calculating a braking system health index based on the braking system operating parameters; calculating a dynamic safety threshold based on real-time vehicle speed and road surface adhesion coefficient; and when a serious abnormality is determined to exist in the braking system based on the braking system health index and the dynamic safety threshold, cutting off the control channel of the abnormal brake actuator, redistributing the braking force of the remaining normal actuators, and activating redundant modules of the braking system. As described above, the dynamic control device for abnormal braking during vehicle operation of this invention, by collecting braking system operating parameters to calculate the braking system health index and dynamically calculating the safety threshold in conjunction with real-time vehicle speed and road surface adhesion coefficient, can identify braking system abnormalities in real time and accurately during vehicle operation; when a serious abnormality is determined, it immediately cuts off the abnormal actuator channel, redistributes the remaining braking force, and activates redundant modules, thereby preventing fault propagation and ensuring that the vehicle can still maintain controllable braking force output when a fault occurs, significantly improving the safety and stability of the entire vehicle braking system.

[0101] Optionally, the braking system operating parameters include: master cylinder pressure, wheel cylinder pressure, brake pedal travel, wheel speed signal, longitudinal deceleration, and brake motor current. The acquisition and calculation unit is also used to: based on preset weighting coefficients, perform a weighted summation of the hydraulic system evaluation function, the braking performance evaluation function, and the electric regenerative braking evaluation function to obtain the braking system health index; wherein, the hydraulic system evaluation function is determined based on the master cylinder pressure and wheel cylinder pressure; the braking performance evaluation function is determined based on the theoretical mapping relationship between brake pedal travel and braking deceleration, as well as the actual longitudinal deceleration, which is calculated by fusing wheel speed signal and longitudinal deceleration; the electric regenerative braking evaluation function is determined based on brake motor current.

[0102] Optionally, the calculation unit is also used to: based on the calibration coefficient, perform a weighted summation of the negative exponent of the real-time vehicle speed and the road adhesion coefficient to obtain a dynamic safety threshold.

[0103] Optionally, the isolation unit is also used to: when a hydraulic actuator fault is detected, cut off the hydraulic control path of the corresponding faulty wheel cylinder and stop the pressure regulation of the wheel cylinder; when an electric drive regenerative braking fault is detected, terminate the sending of regenerative braking commands to the motor controller and cut off the electric drive braking torque output; when a sensor signal fault is detected, shield the signal acquisition channel of the faulty sensor and replace the fault signal with redundant sensor signals or model-based estimation values.

[0104] Optionally, the isolation unit is also used to: adjust the braking force distribution matrix based on the vehicle dynamics model and real-time operating parameters; if the braking force of the axle to which the currently faulty wheel belongs is lost, increase the proportion of braking force of the other axle to compensate for the insufficient braking force of that axle; if the braking force of a single wheel is lost, adjust the braking force distribution ratio of the left and right wheels on the same axle to counteract the yaw moment and maintain the lateral stability of the vehicle; if the regenerative braking force is lost, increase the hydraulic braking force according to the loss ratio to keep the total braking force constant.

[0105] Optionally, the device is also used to: calculate the required braking force based on the driver's braking intention and vehicle mass, and dynamically switch the vehicle's degraded operation mode based on the ratio of the remaining braking force of the remaining normal actuators to the required braking force.

[0106] Optionally, the device is further configured to: execute a mild degradation mode when the ratio is greater than a first threshold, wherein the mild degradation mode includes: prioritizing the output of braking force from the remaining normal actuators based on a preset braking force distribution strategy, and outputting a minor fault warning message, without limiting the vehicle's maximum speed; execute a partial degradation mode when the ratio is greater than a second threshold but not greater than the first threshold, wherein the partial degradation mode includes: limiting the vehicle's maximum speed based on the current road speed limit, increasing the feedback resistance of the brake pedal to prompt the driver to increase pedal force, monitoring the predicted braking distance, and automatically increasing the hydraulic braking pressure or regenerative braking torque to compensate for the braking distance when the predicted braking distance exceeds a safety threshold, and outputting a fault alarm message corresponding to the partial degradation, wherein the first threshold is greater than the second threshold; execute an emergency degradation mode when the ratio is not greater than the second threshold, wherein the emergency degradation mode includes: forcibly limiting the vehicle speed to a preset safety threshold and prohibiting the vehicle from accelerating, controlling the exterior lighting system to issue an emergency warning signal, outputting an emergency stop warning, and controlling the steering system to assist the vehicle in entering a safe area, and if no response operation from the driver is detected, triggering the electronic parking brake to force a stop.

[0107] The device provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the aforementioned method embodiment.

[0108] like Figure 3 As shown in the embodiment of this application, an electronic device 600 includes a processor 601, a memory 602, and a bus. The memory 602 stores machine-readable instructions that can be executed by the processor 601. When the electronic device is running, the processor 601 communicates with the memory 602 via the bus. The processor 601 executes the machine-readable instructions to perform the steps of the dynamic control method for abnormal braking during vehicle operation as described above.

[0109] Specifically, the memory 602 and processor 601 mentioned above can be general-purpose memory and processor, without any specific limitations. When the processor 601 runs the computer program stored in the memory 602, it can execute the dynamic control method for abnormal braking during vehicle operation.

[0110] The processor 601 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of the processor 601 or by instructions in software form. The processor 601 may be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly manifested as execution by a hardware decoding processor, or execution by a combination of hardware and software modules in the decoding processor. The software module can reside in a mature storage medium in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory 602, and processor 601 reads the information from memory 602 and, in conjunction with its hardware, completes the steps of the above method.

[0111] Corresponding to the above-mentioned dynamic control method for abnormal braking during vehicle operation, this application embodiment also provides a computer-readable storage medium storing machine-executable instructions. When the machine-executable instructions are called and executed by a processor, the machine-executable instructions cause the processor to perform the steps of the above-mentioned dynamic control method for abnormal braking during vehicle operation.

[0112] The dynamic control device for abnormal braking during vehicle operation provided in this application embodiment can be specific hardware on the device or software or firmware installed on the device. The implementation principle and technical effects of the device provided in this application embodiment are the same as those in the foregoing method embodiments. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the foregoing method embodiments. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can all be referred to the corresponding processes in the above method embodiments, and will not be repeated here.

[0113] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0114] For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0115] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0116] In addition, the functional units in the embodiments provided in this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0117] If the aforementioned function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an electronic device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the dynamic control method for abnormal braking during vehicle operation described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0118] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In addition, the terms "first", "second", "third", etc. are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0119] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application. All should be covered within the protection scope of this application. Therefore, the protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A dynamic control method for abnormal braking during vehicle operation, characterized in that, include: Collect the vehicle's braking system operating parameters and calculate the braking system health index based on the braking system operating parameters; Dynamic safety thresholds are calculated based on real-time vehicle speed and road surface adhesion coefficient. When a serious abnormality is determined in the braking system based on the braking system health index and the dynamic safety threshold, the control channel of the abnormal brake actuator is cut off, and the braking force of the remaining normal actuators is reallocated and the redundant modules of the braking system are activated.

2. The method according to claim 1, characterized in that, The braking system operating parameters include: master cylinder pressure, wheel cylinder pressure, brake pedal travel, wheel speed signal, longitudinal deceleration, and brake motor current. Based on these operating parameters, a braking system health index is calculated, including: Based on preset weighting coefficients, the hydraulic system evaluation function, the braking performance evaluation function, and the electric regenerative braking evaluation function are weighted and summed to obtain the braking system health index.

3. The method according to claim 1, characterized in that, Dynamic safety thresholds are calculated based on real-time vehicle speed and road surface adhesion coefficient, including: Based on the calibration coefficient, the negative exponent of the real-time vehicle speed and the road surface adhesion coefficient are weighted and summed to obtain the dynamic safety threshold.

4. The method according to claim 1, characterized in that, Disconnect the control channel of the abnormal braking actuator, including: When a hydraulic actuator malfunction is detected, the hydraulic control path of the corresponding faulty wheel cylinder is cut off, and pressure regulation of that wheel cylinder is stopped. When an electric drive regenerative braking fault is detected, the sending of regenerative braking commands to the motor controller is terminated, and the electric drive braking torque output is cut off. When a sensor signal fault is detected, the signal acquisition channel of the faulty sensor is blocked, and the faulty signal is replaced by a redundant sensor signal or a model-based estimate.

5. The method according to claim 1, characterized in that, The braking force of the remaining normal actuators is reallocated, including: Adjust the braking force distribution matrix based on the vehicle dynamics model and real-time operating parameters; If the braking force of the axle to which the currently faulty wheel belongs is lost, the braking force ratio of the other axle is increased to compensate for the insufficient braking force of that axle. If braking force is lost on one side of the wheel, the braking force distribution ratio of the left and right wheels on the same axle is adjusted to counteract the yaw moment and maintain the lateral stability of the vehicle. If regenerative braking force is lost, hydraulic braking force is increased proportionally to maintain a constant total braking force.

6. The method according to any one of claims 1-5, characterized in that, The method further includes: The required braking force is calculated based on the driver's braking intention and the vehicle's mass. The vehicle's degraded operation mode is dynamically switched based on the ratio of the remaining braking force of the remaining normal actuators to the required braking force.

7. The method according to claim 6, wherein the degraded operation mode of the vehicle is dynamically switched according to the ratio of the remaining braking force of the remaining normal actuator to the required braking force, comprising: When the ratio is greater than the first threshold, a mild degradation mode is executed; When the ratio is greater than the second threshold but not greater than the first threshold, a partial degradation mode is executed, wherein the first threshold is greater than the second threshold; When the ratio is not greater than the second threshold, an emergency downgrade mode is executed.

8. A dynamic control device for abnormal braking during vehicle operation, characterized in that, include: The acquisition and calculation unit is used to acquire the operating parameters of the vehicle's braking system and calculate the braking system health index based on the operating parameters of the braking system; The calculation unit is used to calculate the dynamic safety threshold based on the real-time vehicle speed and the road surface adhesion coefficient; The isolation unit is used to disconnect the control channel of the abnormal brake actuator and reallocate the braking force of the remaining normal actuators and activate the redundant modules of the braking system when a serious abnormality is determined to exist in the braking system based on the braking system health index and the dynamic safety threshold.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the method of any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program thereon, characterized in that, The computer program is executed by the processor to perform the method of any one of claims 1 to 7.

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