Drive-by-wire chassis redundancy control method, system, and vehicle

Abstract

The application relates to a drive-by-wire chassis redundancy control method, a system and a vehicle. The method is applied to a drive-by-wire chassis redundancy control system of a vehicle, and the drive-by-wire chassis redundancy control system at least comprises a brake pedal module, a control module and two execution modules. The method comprises the following steps: obtaining a fault condition of at least one target wheel in a drive-by-wire brake system, generating a brake request through the brake pedal module based on the fault condition, and sending the brake request to the control module; the brake request comprises brake data; converting the brake data into brake demand data through the control module, mapping the brake demand data into target electrical parameters, generating an execution instruction based on the target electrical parameters, and sending the execution instruction to the execution module; and the execution module brakes the target wheel according to the execution instruction. Through the above method, a brake signal can be accurately generated for a wheel that has failed to control, safe redundancy guarantee is provided for the vehicle, and the safety of a tester or a driver is ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, system and vehicle for redundancy control of drive-by-wire chassis. Background Technology

[0002] As autonomous driving technology evolves towards Level 3 (conditional automation) and above, the reliability of the braking system in the drive-by-wire chassis, as the core execution carrier, directly determines vehicle driving safety. Drive-by-wire systems abandon traditional mechanical connections, transmitting braking commands through electronic circuitry and communication. To meet functional safety requirements, redundancy design has become standard in drive-by-wire systems. However, related drive-by-wire redundancy systems are merely simple mechanical auxiliary friction deceleration devices, unable to provide targeted control based on specific wheel malfunctions.

[0003] Therefore, there is an urgent need for a drive-by-wire chassis redundancy control method that can perform driving control based on the actual wheel fault conditions. Summary of the Invention

[0004] To address or partially address the problems existing in related technologies, this application provides a drive-by-wire chassis redundancy control method, system, and vehicle that can accurately generate braking signals for malfunctioning wheels for control, providing safe redundancy for the vehicle.

[0005] The first aspect of this application provides a steerable chassis redundancy control system for vehicles, the steerable chassis redundancy control system including at least a brake pedal module, a control module, and two execution modules, each execution module controlling two wheels; the method includes: When a fault is detected in at least one target wheel in the brake-by-wire system, a braking request is generated by the brake pedal module based on the fault condition of the target wheel, and the braking request is sent to the control module; the braking request includes braking data. The control module converts the braking data into braking demand data, maps the braking demand data into target electrical parameters, generates execution instructions based on the target electrical parameters, and sends the execution instructions to the execution module. The execution module brakes the target wheel according to the execution command.

[0006] In some implementations, the step of converting the braking data into braking demand data via the control module includes: Obtain the pedal travel of the brake pedal from the braking data; The target deceleration is determined based on the pedal travel and the first mapping relationship between the pedal travel and the deceleration. The braking demand data is calculated based on the target deceleration.

[0007] In some implementations, after calculating the braking demand data based on the target deceleration, the method further includes: The braking state is determined based on the braking data; the braking state has a corresponding relationship with the correction parameters. Based on the braking state, a corresponding correction parameter is determined, and the braking demand data is dynamically corrected using the correction parameter.

[0008] In some implementations, mapping the braking demand data to target electrical parameters includes: Establish a coupling mapping model between braking demand data and electrical parameters; the electrical parameters include voltage or current values. The target electrical parameters are determined based on the braking demand data using the coupling mapping model.

[0009] In some implementations, determining the target electrical parameters based on the braking demand data using the coupling mapping model includes: The braking demand data is then normalized. Initial electrical parameters are determined based on the normalized braking demand data using the coupling mapping model. The initial electrical parameters are restored to their physical domain to obtain the target electrical parameters.

[0010] In some implementations, when a fault is detected in at least one target wheel in the brake-by-wire system, generating a braking request through the brake pedal module based on the fault condition of the target wheel includes: When it is detected that the brake-by-wire system has completely failed to brake all target wheels, the brake pedal module generates a braking request for all target wheels so that the execution module can brake all target wheels.

[0011] In some implementations, the step of generating a braking request via the brake pedal module based on the fault condition of at least one target wheel in the brake-by-wire system when a fault is detected in the target wheel further includes: When the brake-by-wire system detects that the target wheel has completely failed to brake, the brake pedal module generates a braking request for the target wheel that has completely failed, so that the execution module controlling the target wheel can brake the target wheel that has completely failed.

[0012] In some implementations, the step of generating a braking request via the brake pedal module based on the fault condition of at least one target wheel in the brake-by-wire system when a fault is detected in the target wheel further includes: When the brake-by-wire system detects insufficient braking force on at least one target wheel, the brake pedal module generates different braking requests for different target wheels, so that the execution module controlling the target wheels can brake the corresponding target wheels respectively.

[0013] A second aspect of this application provides a steerable chassis redundancy control system, comprising at least a brake pedal module, a control module, and two execution modules, each execution module controlling two wheels; wherein: The brake pedal module is used to generate a braking request based on the fault condition of at least one target wheel in the brake-by-wire system when a fault is detected, and to send the braking request to the control module; the braking request includes braking data. The control module is used to convert the braking data into braking demand data, map the braking demand data into target electrical parameters, generate execution instructions based on the target electrical parameters, and send the execution instructions to the execution module. The execution module is used to brake the target wheel according to the execution command.

[0014] A third aspect of this application provides a vehicle, comprising: Processor; and A memory that stores executable code, which, when executed by the processor, causes the processor to perform the method described above.

[0015] This application provides a steerable wheel steerable chassis redundancy control method, applied to a steerable wheel steerable chassis redundancy control system for vehicles. The steerable wheel steerable chassis redundancy control system includes at least a brake pedal module, a control module, and two execution modules, each execution module controlling two wheels. The method includes: acquiring the fault status of at least one target wheel in the steerable wheel steerable system; generating a braking request based on the fault status through the brake pedal module and sending the braking request to the control module; the braking request includes braking data; converting the braking data into braking demand data through the control module; mapping the braking demand data to target electrical parameters; generating an execution command based on the target electrical parameters; and sending the execution command to the execution module; the execution module brakes the target wheel according to the execution command. This method can accurately generate braking signals for the faulty wheel for control, providing a safe redundancy guarantee for the vehicle and ensuring the safety of test personnel or drivers.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0017] The above and other objects, features and advantages of this application will become more apparent from the more detailed description of exemplary embodiments thereof in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments thereof.

[0018] Figure 1 This is a schematic flowchart illustrating the redundant control method for a drive-by-wire chassis according to an embodiment of this application; Figure 2 This is another schematic flowchart illustrating the redundant control method for a drive-by-wire chassis shown in the embodiments of this application; Figure 3 This is a schematic diagram of the structure of the redundant control system for the drive-by-wire chassis shown in the embodiments of this application; Figure 4 This is a schematic diagram of the brake caliper motor shown in an embodiment of this application; Figure 5a This is a schematic diagram of the structure of the execution module shown in the embodiments of this application; Figure 5b This is another structural schematic diagram of the execution module shown in the embodiments of this application; Figure 6 This is another structural schematic diagram of the redundant control system for the drive-by-wire chassis shown in the embodiments of this application; Figure 7 This is a schematic diagram of the vehicle structure shown in the embodiments of this application. Detailed Implementation

[0019] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to make this application more thorough and complete, and to fully convey the scope of this application to those skilled in the art.

[0020] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0021] It should be understood that although the terms "first," "second," "third," etc., may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0022] As autonomous driving technology evolves towards Level 3 (conditional autonomous driving) and above, the reliability of the braking system in the drive-by-wire chassis, as the core execution carrier, directly determines vehicle driving safety. Drive-by-wire braking systems abandon traditional mechanical connections, transmitting braking commands through electronic circuits and communication. To meet functional safety requirements, redundancy design has become standard in drive-by-wire braking systems. However, related drive-by-wire redundancy systems are merely simple mechanical auxiliary friction deceleration devices, unable to provide targeted control based on specific wheel malfunctions. Therefore, there is an urgent need for a drive-by-wire chassis redundancy control method capable of providing targeted control based on actual wheel malfunctions.

[0023] To address the aforementioned issues, this application provides a drive-by-wire chassis redundancy control method that can accurately generate braking signals for malfunctioning wheels, thereby providing safety redundancy for the vehicle.

[0024] The technical solutions of the embodiments of this application are described in detail below with reference to the accompanying drawings.

[0025] Figure 1 This is a schematic flowchart illustrating the redundant control method for a drive-by-wire chassis according to an embodiment of this application.

[0026] See Figure 1 This method is applied to a vehicle's steerable chassis redundancy control system. The steerable chassis redundancy control system includes at least a brake pedal module, a control module, and two execution modules, each of which controls two wheels. The method includes: Step 110: When a fault is detected in at least one target wheel in the brake-by-wire system, a braking request is generated through the brake pedal module based on the fault condition of the target wheel, and the braking request is sent to the control module; the braking request includes braking data.

[0027] To improve the safety of test personnel and drivers during vehicle testing and actual vehicle operation, this application provides a steerable chassis redundancy control method that can be used in a steerable chassis redundancy control system. The steerable chassis redundancy control system includes at least a brake pedal module, a control module, and two execution modules. Each execution module controls two wheels. The execution modules adopt a modular design, providing independent channels for dual-path execution, with each part connected via a backplane bus. In one example, each execution module can independently control two wheels; for example, the first execution module controls the left front and left rear wheels, and the second execution module controls the right front and right rear wheels. In another example, each execution module can further include two execution sub-modules, each controlling two wheels. For example, the first execution module includes a first execution sub-module and a second execution sub-module, controlling the left front and left rear wheels respectively; the second execution module includes a third execution sub-module and a fourth execution sub-module, controlling the right front and right rear wheels respectively. In this case, one channel corresponds to the brake caliper motor of one wheel.

[0028] During vehicle operation, under normal conditions, the brake-by-wire system controls the vehicle. Test personnel or the driver can subjectively assess the fault status of at least one target wheel in the brake-by-wire system based on the vehicle's driving status. When a fault occurs, the fault information is uploaded to the vehicle's redundant control system for the brake-by-wire chassis. It can also communicate with the vehicle's CAN (Controller Area Network) bus to obtain vehicle driving status parameters (wheel speed, brake line pressure, and vehicle braking deceleration, etc.) from the control module to determine the fault status of at least one target wheel in the brake-by-wire system. Based on the fault status of the target wheel, the test personnel or driver can generate a braking request by pressing the brake pedal module and send the request to the control module. The braking request includes braking data such as pedal travel, pedal force, pedal speed, and pedal deceleration.

[0029] Step 120: The braking data is converted into braking demand data by the control module, the braking demand data is mapped to target electrical parameters, an execution command is generated based on the target electrical parameters, and the execution command is sent to the execution module.

[0030] The control module can convert braking data into braking demand data for the wheels, then map the braking demand data into target electrical parameters, generate braking commands based on the target electrical parameters, and send the braking commands to the execution module.

[0031] Step 130: The execution module brakes the target wheel according to the execution command.

[0032] The execution module brakes the target wheel that has malfunctioned based on the target electrical parameters in the execution command.

[0033] This application provides a steerable wheel steerable chassis redundancy control method, applied to a vehicle steerable wheel steerable chassis redundancy control system. The steerable wheel steerable chassis redundancy control system includes at least a brake pedal module, a control module, and two execution modules, each controlling two wheels. The method includes: acquiring the fault status of at least one target wheel in the steerable wheel steerable system; generating a braking request based on the fault status through the brake pedal module and sending the braking request to the control module; the braking request includes braking data; converting the braking data into braking demand data through the control module; mapping the braking demand data to target electrical parameters; generating an execution command based on the target electrical parameters; and sending the execution command to the execution module; the execution module brakes the target wheel according to the execution command. This method can accurately generate braking signals for the faulty wheel for control, providing a safe redundancy guarantee for the vehicle and ensuring the safety of test personnel or the driver.

[0034] Figure 2 This is another schematic flowchart illustrating the redundant control method for a drive-by-wire chassis shown in the embodiments of this application.

[0035] See Figure 2 This method is applied to a vehicle's steerable chassis redundancy control system. The steerable chassis redundancy control system includes at least a brake pedal module, a control module, and two execution modules, each of which controls two wheels. The method includes: Step 210: When a fault is detected in at least one target wheel in the brake-by-wire system, a braking request is generated through the brake pedal module based on the fault condition of the target wheel, and the braking request is sent to the control module; the braking request includes braking data.

[0036] To improve the safety of test personnel and drivers during vehicle testing and actual vehicle operation, this application provides a steerable chassis redundancy control method, which can be used in a steerable chassis redundancy control system for vehicles. The steerable chassis redundancy control system includes at least a brake pedal module, a control module, and two execution modules. Each execution module controls two wheels. The execution modules adopt a modular design, providing independent channels for dual-path execution, with each part connected via a backplane bus. In one example, each execution module can independently control two wheels; for example, the first execution module controls the left front and left rear wheels, and the second execution module controls the right front and right rear wheels. In another example, each execution module can further include two execution sub-modules, each controlling two wheels. For example, the first execution module includes a first execution sub-module and a second execution sub-module, controlling the left front and left rear wheels respectively; the second execution module includes a third execution sub-module and a fourth execution sub-module, controlling the right front and right rear wheels respectively. In this case, one channel corresponds to the brake caliper motor of one wheel.

[0037] During vehicle operation, under normal conditions, the brake-by-wire system controls the vehicle. Test personnel or the driver can subjectively assess the fault status of at least one target wheel in the brake-by-wire system based on the vehicle's driving status. When a fault occurs, the fault information is uploaded to the vehicle's redundant chassis control system. Furthermore, by connecting to the vehicle's CAN bus and communicating with it, the control module obtains vehicle driving status parameters (wheel speed, brake line pressure, and vehicle braking deceleration, etc.) to determine the fault status of at least one target wheel in the brake-by-wire system. Based on the fault status, the test personnel or driver can generate a braking request by pressing the brake pedal module and send it to the control module. The braking request includes braking data such as pedal travel, pedal force, pedal speed, and pedal deceleration. The braking data in the braking request can be collected at 10ms intervals, processed through multi-sensor time synchronization and timestamping, and output as a synchronized, timestamped raw signal set {S,F,v,a}.

[0038] Step 220: Obtain the pedal travel of the brake pedal from the braking data.

[0039] The control module can accept braking requests, perform first-order low-pass filtering (10~20Hz), fault diagnosis and validity verification on the braking data, and extract the pedal travel S' of the brake pedal from the processed braking data.

[0040] Step 230: Determine the target deceleration based on the first mapping relationship between pedal travel and deceleration.

[0041] The control module has a pre-calibrated first mapping relationship between pedal travel and deceleration. This first mapping relationship can be a two-dimensional calibration table, denoted as Map1: a target = f(S'), the first mapping relationship is calibrated through vehicle braking bench or real vehicle testing, covering the entire range of pedal travel from 0% to 100%; for example: 10% pedal travel corresponds to a target deceleration of 0.2g, 50% travel corresponds to a target deceleration of 1.0g, and 100% travel corresponds to a target deceleration of 1.8g, where g is the acceleration due to gravity. Therefore, the target deceleration a can be determined based on the pedal travel using the first mapping relationship. target .

[0042] Step 240: Calculate braking demand data based on the target deceleration.

[0043] Braking demand data F base There is also a corresponding relationship between the target deceleration and the target deceleration, based on the target deceleration a. target The braking demand data F can be calculated using the following formula (1). base : (1) Where, m total The total mass of the vehicle in real time (kg) includes the passenger / cargo mass identified by the vehicle load, and the spare mass of the vehicle if there is no load.

[0044] In an optional embodiment of this application, step 240 is followed by: Braking status is determined based on braking data; there is a corresponding relationship between braking status and correction parameters; The corresponding correction parameters are determined based on the braking status, and the braking demand data is dynamically corrected using these correction parameters.

[0045] After determining the braking demand data, it can be dynamically corrected. Specifically, the vehicle's braking state is determined based on the pedal speed v' and pedal deceleration a' in the braking data. For example, if v' < 5 mm / ms and a' < 0.5 mm / ms², the braking state can be determined as gentle braking; if 5 ≤ v' < 15 mm / ms, the braking state can be determined as conventional braking; and if v' ≥ 15 mm / ms and a' ≥ 0.5 mm / ms², the braking state can be determined as emergency braking. There is a correspondence between the braking state and the correction parameters; different braking states require different values ​​for the correction parameters.

[0046] The corresponding correction parameters can be determined based on the braking state, and the braking demand data can be dynamically corrected using the following formula (2): (2) in, This is the braking demand data after dynamic correction. , These are all correction parameters. If the braking state is gentle braking: k v =0.9~1.0, k a =1.0 No additional compensation; if the braking state is normal braking: k v =1.0, k a =1.0, keep the base value; if the braking state is emergency braking: k v =1.05~1.2, k a =1.1~1.3, positive compensation of braking demand data, accelerating braking pressure build-up.

[0047] Step 250: Establish a coupling mapping model between braking demand data and electrical parameters; electrical parameters include voltage or current values.

[0048] A coupling mapping model can be established between braking demand data and electrical parameters, including a basic coupling mapping model between braking demand data and voltage or current values, and a voltage-current mutual detection coupling model. Taking the basic coupling mapping model between braking demand data and voltage values ​​as an example, the polynomial model between braking demand data and voltage values ​​in the basic coupling mapping model can be expressed by equation (3): (3) Among them, X P For normalized braking demand data, X U For the normalized voltage value, satisfying X P When X ∈ [0,1], U ∈[0,1], and the first derivative of the model is greater than 0. a, b, and c are the bench calibration fitting coefficients (solved from actual hardware calibration data using the least squares method; typical engineering values: -0.5, 2.0, 0.5). Since the braking requirements / voltage / current ranges of different hardware vary greatly, the three-terminal signals can be normalized first to form a unified mapping input-output reference. The preprocessed data are dimensionless quantities (0~1).

[0049] Similarly, a basic coupling mapping model between braking demand data and current values ​​can be established. However, due to the resistance characteristics of the solenoid valve, the normalized domain current value X... I With voltage value X U Linear correlation, therefore it can also be directly derived: X I =k·X U (4) Parameter description: k is the calibration coefficient of the solenoid valve's electrical characteristics.

[0050] Step 260: Determine the target electrical parameters based on the braking demand data through the coupling mapping model, generate execution instructions based on the target electrical parameters, and send the execution instructions to the execution module.

[0051] Based on the braking demand data, the target electrical parameters, namely voltage and current values, can be determined through a coupling mapping model. Execution instructions are then generated based on the target electrical parameters and sent to the execution module.

[0052] In an optional embodiment of this application, step 260 includes: Normalize the braking demand data; Initial electrical parameters are determined using a coupled mapping model based on normalized braking demand data. The initial electrical parameters are restored to their physical domain to obtain the target electrical parameters.

[0053] In determining the target electrical parameters, the braking demand data can first be normalized, and then the normalized braking demand data can be substituted into the coupled mapping model to determine the initial electrical parameters (i.e., the normalized current value X). I With voltage value X U ), can X I With voltage value X U By reducing the voltage to the physical quantity domain, we obtain the voltage value U and the current value I, thus obtaining the target electrical parameters. Optionally, Ohm's law can also be used. Establish a UI mutual inspection coupling model to ensure that the voltage value U and current value I in the physical quantity domain conform to the electromagnetic physical characteristics of the solenoid valve, and avoid abnormal output of a single electrical signal.

[0054] Step 270: The execution module brakes the target wheel according to the execution command.

[0055] The execution module brakes the target wheel that has malfunctioned based on the target electrical parameters in the execution command.

[0056] In an optional embodiment of this application, step 270 includes: When it is detected that the brake-by-wire system has completely failed to brake all target wheels, the brake pedal module generates a braking request for all target wheels so that the execution module can brake all target wheels.

[0057] If the vehicle's brake-by-wire system completely fails for all wheels, meaning all wheels are the target wheels, the brake pedal module generates braking requests for all target wheels, and the two execution modules execute the same braking request, simultaneously affecting all four target wheels.

[0058] In an optional embodiment of this application, step 270 further includes: When the brake-by-wire system detects that the target wheel has completely failed to brake, the brake pedal module generates a braking request for the target wheel that has completely failed, so that the execution module controlling the target wheel can brake the target wheel that has completely failed.

[0059] If the vehicle's brake-by-wire system completely fails to control some of the vehicle's wheels, meaning that some wheels are the target wheels, the brake pedal module generates a braking request for the completely failed target wheels. The execution module corresponding to the completely failed target wheels will only brake the completely failed target wheels. For example, if it is detected that the brake-by-wire system has completely failed to control the left front wheel and the left rear wheel, then for the complete failure of the left front wheel and the left rear wheel, the first execution module can brake the left front wheel and the left rear wheel to ensure that the vehicle does not deviate or lose control.

[0060] In an optional embodiment of this application, step 270 further includes: When the brake-by-wire system detects insufficient braking force at least one target wheel, the brake pedal module generates different braking requests for different target wheels, so that the execution module controlling the target wheels can brake the corresponding target wheels respectively.

[0061] If the vehicle's brake-by-wire system provides insufficient braking force to at least one target wheel (i.e., the braking force of the brake-by-wire system is insufficient to control at least one target wheel), the brake pedal module generates a braking request for the completely failed target wheel. The control module can then generate different execution commands for each target wheel based on the operating parameters of each target wheel and the braking request generated by the brake pedal module. These commands are then used by the execution modules controlling the target wheels to brake the corresponding target wheels. For example, if it is detected that the braking force of the brake-by-wire system controlling the left front wheel, left rear wheel, right front wheel, and right rear wheel is insufficient, and the braking force of the left front wheel and left rear wheel is smaller than that of the right front wheel and right rear wheel, a first execution command with a larger braking demand data can be generated for the left front wheel and left rear wheel, allowing the first execution module to brake the left front wheel and left rear wheel. A second execution command with a smaller braking demand data can be generated for the right front wheel and right rear wheel, allowing the second execution module to brake the right front wheel and right rear wheel, ensuring that the vehicle does not deviate or lose control.

[0062] This application provides a method for redundant control of a drive-by-wire chassis, which can ensure that the electrical parameters conform to the electromagnetic physical characteristics of the solenoid valve, avoid abnormal output of a single electrical signal, accurately generate braking signals for the malfunctioning wheel for control, provide safe redundancy for the vehicle, and ensure the safety of test personnel or drivers.

[0063] Corresponding to the aforementioned application function implementation method embodiments, this application also provides a wire-controlled chassis redundant control system, electronic equipment, and corresponding embodiments.

[0064] Figure 3 This is a schematic diagram of the structure of the redundant control system for the drive-by-wire chassis shown in the embodiments of this application.

[0065] See Figure 3 The drive-by-wire chassis redundant control system 300 includes at least a brake pedal module 310, a control module 320, and two execution modules 330, each execution module 330 controlling two wheels; wherein: The brake pedal module 310 is used to generate a braking request based on the fault condition of the target wheel when a fault is detected in at least one target wheel in the brake-by-wire system, and send the braking request to the control module 320; the braking request includes braking data. The control module 320 is used to convert braking data into braking demand data, map the braking demand data into target electrical parameters, generate execution instructions based on the target electrical parameters, and send the execution instructions to the execution module 330. The execution module 330 is used to brake the target wheel according to the execution command.

[0066] In this embodiment, the steerable chassis redundant control system 300 includes at least a brake pedal module 310, a control module 320, and two execution modules 330, each execution module 330 controlling two wheels.

[0067] During vehicle operation, under normal conditions, the brake-by-wire system controls the vehicle. Test personnel or the driver can subjectively assess the fault status of at least one target wheel in the brake-by-wire system based on the vehicle's driving status. In case of a fault, the fault information is uploaded to the vehicle's brake-by-wire chassis redundancy control system 300. Alternatively, by accessing the vehicle's CAN bus and communicating with it, the control module 320 can obtain vehicle driving status parameters (wheel speed, brake line pressure, and vehicle braking deceleration, etc.) to determine the fault status of at least one target wheel in the brake-by-wire system. Based on the fault status of the target wheel, the test personnel or driver can generate a braking request by pressing the brake pedal of the brake pedal module 310 and send the request to the control module. The braking request includes braking data such as pedal travel, pedal force, pedal speed, and pedal deceleration. The brake pedal module 310 collects dual-redundant sensor signals of pedal travel and pedal force through sensors and transmits them to the control module 320. Simultaneously, a damping mechanism provides feedback force to simulate the feel under different braking intensities and accurately outputs the braking request. The brake pedal module 310 communicates with the control module 320 via the CAN bus.

[0068] The control module 320 can convert braking data into wheel braking demand data, then map the braking demand data into target electrical parameters, generate braking commands based on the target electrical parameters, and send the braking commands to the execution module. The control module 320 can adopt an integrated structure, with a rectangular box shape (approximately 280mm long × 180mm wide × 80mm high), encapsulating a main control unit processing core, using an automotive domain control chip; the box integrates a CAN bus transceiver and a gigabit Ethernet PHY (physical layer) chip, which can form physically isolated dual communication links. The control module 320 has a built-in high-precision clock synchronization chip to ensure that the time synchronization accuracy of the control unit command issuance and status acquisition is ≤1μs; it also integrates a fault diagnosis chip to monitor the control unit's power supply voltage, operating temperature, and communication status in real time.

[0069] The execution module 330 brakes the target wheel that has malfunctioned according to the target electrical parameters in the execution command.

[0070] The execution module 330 adopts a modular design, providing independent channels for dual-channel execution. The various components are connected via a backplane bus. Up to four execution modules can be implemented by adding identical modules, all connected via the backplane bus. Each channel corresponds to one vehicle's brake caliper motor. The execution module's circuitry is connected to the brake caliper motor via a power interface branching method. See [link to relevant documentation]. Figure 4 Above the brake caliper motor is the brake-by-wire circuit of the brake-by-wire system, and to the left of the brake caliper motor is the brake-by-wire chassis redundant control circuit. The brake caliper motor can act on the brake disc. The actuator module 330 unit integrates a solid-state relay array, a precision resistor network, and a voltage analog module, corresponding to the power supply terminal, sensor signal terminal, and actuator control terminal interface. It can control the brake caliper clamping force by switching the relays on and off, switching the resistors, and adjusting the voltage output current and power. In one example, each actuator module 330 can individually control two wheels, for example... Figure 5a As shown, the first execution module controls the left front wheel and left rear wheel, and the second execution module controls the right front wheel and right rear wheel; in another example, as... Figure 5b As shown, each execution module 330 may also include two execution sub-modules, which control two wheels respectively. For example, the first execution module includes a first execution sub-module 331 and a second execution sub-module 332, which control the left front wheel and the left rear wheel respectively. The second execution module includes a third execution sub-module 333 and a fourth execution sub-module 334, which control the right front wheel and the right rear wheel respectively. In this case, one channel corresponds to the brake caliper motor of one wheel.

[0071] In an optional embodiment of this application, the control module 320 includes: The pedal travel submodule is used to obtain the pedal travel of the brake pedal from the braking data; The mapping submodule is used to determine the target deceleration based on the first mapping relationship between pedal travel and deceleration; The braking demand data submodule is used to calculate braking demand data based on the target deceleration.

[0072] In an optional embodiment of this application, the drive-by-wire chassis redundancy control system 300 further includes a dynamic correction module, which is used for: Braking status is determined based on braking data; there is a corresponding relationship between braking status and correction parameters; The corresponding correction parameters are determined based on the braking status, and the braking demand data is dynamically corrected using these correction parameters.

[0073] In an optional embodiment of this application, the control module 320 further includes: A submodule is established to create a coupling mapping model between braking demand data and electrical parameters; the electrical parameters include voltage or current values. The electrical parameters submodule is used to determine the target electrical parameters based on braking demand data through a coupled mapping model.

[0074] In an optional embodiment of this application, the electrical parameter submodule is further configured to: Normalize the braking demand data; Initial electrical parameters are determined using a coupled mapping model based on normalized braking demand data. The initial electrical parameters are restored to their physical domain to obtain the target electrical parameters.

[0075] In an optional embodiment of this application, the brake pedal module 310 is further configured to: When it is detected that the brake-by-wire system has completely failed to brake all target wheels, the brake pedal module generates a braking request for all target wheels so that the execution module can brake all target wheels.

[0076] In an optional embodiment of this application, the brake pedal module 310 is further configured to: When the brake-by-wire system detects that the target wheel has completely failed to brake, the brake pedal module generates a braking request for the target wheel that has completely failed, so that the execution module controlling the target wheel can brake the target wheel that has completely failed.

[0077] In an optional embodiment of this application, the brake pedal module 310 is further configured to: When the brake-by-wire system detects insufficient braking force at least one target wheel, the brake pedal module generates different braking requests for different target wheels, so that the execution module controlling the target wheels can brake the corresponding target wheels respectively.

[0078] See Figure 6 The following is another structural schematic diagram of the redundant control system for the drive-by-wire chassis provided in this application embodiment: The redundant control system 300 for the drive-by-wire chassis further includes a power supply module 340, which is the power supply guarantee unit of the system. The power supply module 340 adopts a layered power supply architecture and can be a cuboid power supply box. It contains two independent AC / DC main power supply circuits 341 (input 220V AC, output 24V DC / 10A), a backup battery pack 342 (lithium iron battery, capacity 12V / 20Ah), and a power management unit. The two AC / DC main power supply circuits 341 supply power to the main control unit, the backup control unit, and the corresponding execution module 330 and control module 320, respectively. The backup battery pack 342 is connected in parallel with the main power supply circuit through the power management unit and is equipped with an independent charging circuit to ensure that the battery is always in a fully charged standby state. A power status indicator is provided on the side of the module to indicate the working status of the two main power supply circuits 341 and the backup battery pack 342, respectively. It has built-in overvoltage, overcurrent, and reverse connection protection circuits. The power module 340, through a three-layer power supply architecture, solves the problem of insufficient power supply reliability for related devices. Dual main power supply circuits 341 ensure uninterrupted normal testing, while the backup battery pack 342 provides emergency protection for equipment functionality during sudden power outages. The communication interface of the control module 320 and the power supply interface of the power module 340 are located on the side of the control module 320's housing, employing a foolproof plug-and-play design. The power module 340 also supplies power to the brake pedal module 310 and the actuator module 330.

[0079] This application provides a drive-by-wire chassis redundancy control system, which can accurately generate braking signals for malfunctioning wheels for control, providing safe redundancy for the vehicle and ensuring the safety of test personnel or drivers.

[0080] Regarding the system in the above embodiments, the specific ways in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated further here.

[0081] Figure 7 This is a schematic diagram of the vehicle structure shown in the embodiments of this application.

[0082] See Figure 7 The vehicle 700 includes a memory 710 and a processor 720.

[0083] The processor 720 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0084] Memory 710 may include various types of storage units, such as system memory, read-only memory (ROM), and permanent storage devices. ROM may store static data or instructions required by the processor 720 or other modules of the computer. Permanent storage devices may be read-write storage devices. Permanent storage devices may be non-volatile storage devices that retain stored instructions and data even when the computer is powered off. In some embodiments, permanent storage devices use mass storage devices (e.g., magnetic or optical disks, flash memory) as permanent storage devices. In other embodiments, permanent storage devices may be removable storage devices (e.g., floppy disks, optical drives). System memory may be a read-write storage device or a volatile read-write storage device, such as dynamic random access memory. System memory may store some or all of the instructions and data required by the processor during operation. Furthermore, memory 710 may include any combination of computer-readable storage media, including various types of semiconductor memory chips (e.g., DRAM, SRAM, SDRAM, flash memory, programmable read-only memory), and disks and / or optical disks may also be used. In some embodiments, memory 710 may include a removable storage device that is readable and / or writable, such as a laser disc (CD), a read-only digital versatile optical disc (e.g., DVD-ROM, dual-layer DVD-ROM), a read-only Blu-ray disc, an ultra-high density optical disc, a flash memory card (e.g., SD card, mini SD card, Micro-SD card, etc.), a magnetic floppy disk, etc. Computer-readable storage media do not contain carrier waves or transient electronic signals transmitted wirelessly or via wired connections.

[0085] The memory 710 stores executable code, which, when processed by the processor 720, can cause the processor 720 to execute part or all of the methods described above.

[0086] Furthermore, the method according to this application can also be implemented as a computer program or computer program product, which includes computer program code instructions for performing some or all of the steps in the method described above.

[0087] Alternatively, this application may be implemented as a computer-readable storage medium (or a non-transitory machine-readable storage medium or a machine-readable storage medium) storing executable code (or computer program or computer instruction code) that, when executed by a processor of an electronic device (or server, etc.), causes the processor to perform part or all of the steps of the methods described above according to this application.

[0088] This application also provides a computer program product, which includes computer instructions that, when executed by a processor, implement the method described above.

[0089] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or improvement of the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A redundancy control method for a drive-by-wire chassis, characterized in that, A steerable chassis redundancy control system for vehicles, comprising at least a brake pedal module, a control module, and two execution modules, each execution module controlling two wheels; the method includes: When a fault is detected in at least one target wheel in the brake-by-wire system, a braking request is generated by the brake pedal module based on the fault condition of the target wheel, and the braking request is sent to the control module; the braking request includes braking data. The control module converts the braking data into braking demand data, maps the braking demand data into target electrical parameters, generates execution instructions based on the target electrical parameters, and sends the execution instructions to the execution module. The execution module brakes the target wheel according to the execution command.

2. The method according to claim 1, characterized in that, The process of converting the braking data into braking demand data through the control module includes: Obtain the pedal travel of the brake pedal from the braking data; The target deceleration is determined based on the pedal travel and the first mapping relationship between the pedal travel and the deceleration. The braking demand data is calculated based on the target deceleration.

3. The method according to claim 2, characterized in that, After calculating the braking demand data based on the target deceleration, the method further includes: The braking state is determined based on the braking data; the braking state has a corresponding relationship with the correction parameters. Based on the braking state, a corresponding correction parameter is determined, and the braking demand data is dynamically corrected using the correction parameter.

4. The method according to claim 1, characterized in that, The step of mapping the braking demand data to target electrical parameters includes: Establish a coupling mapping model between braking demand data and electrical parameters; the electrical parameters include voltage or current values. The target electrical parameters are determined based on the braking demand data using the coupling mapping model.

5. The method according to claim 4, characterized in that, The step of determining the target electrical parameters based on the braking demand data through the coupling mapping model includes: The braking demand data is then normalized. Initial electrical parameters are determined based on the normalized braking demand data using the coupling mapping model. The initial electrical parameters are restored to their physical domain to obtain the target electrical parameters.

6. The method according to claim 1, characterized in that, When a fault is detected in at least one target wheel in the brake-by-wire system, a braking request is generated through the brake pedal module based on the fault condition of the target wheel, including: When it is detected that the brake-by-wire system has completely failed to brake all target wheels, the brake pedal module generates a braking request for all target wheels so that the execution module can brake all target wheels.

7. The method according to claim 1, characterized in that, When a fault is detected in at least one target wheel in the brake-by-wire system, generating a braking request through the brake pedal module based on the fault condition of the target wheel further includes: When the brake-by-wire system detects that the target wheel has completely failed to brake, the brake pedal module generates a braking request for the target wheel that has completely failed, so that the execution module controlling the target wheel can brake the target wheel that has completely failed.

8. The method according to claim 1, characterized in that, When a fault is detected in at least one target wheel in the brake-by-wire system, generating a braking request through the brake pedal module based on the fault condition of the target wheel further includes: When the brake-by-wire system detects insufficient braking force on at least one target wheel, the brake pedal module generates different braking requests for different target wheels, so that the execution module controlling the target wheels can brake the corresponding target wheels respectively.

9. A redundant control system for a drive-by-wire chassis, characterized in that, The drive-by-wire chassis redundant control system includes at least a brake pedal module, a control module, and two execution modules, each execution module controlling two wheels; wherein: The brake pedal module is used to generate a braking request based on the fault condition of at least one target wheel in the brake-by-wire system when a fault is detected, and to send the braking request to the control module; the braking request includes braking data. The control module is used to convert the braking data into braking demand data, map the braking demand data into target electrical parameters, generate execution instructions based on the target electrical parameters, and send the execution instructions to the execution module. The execution module is used to brake the target wheel according to the execution command.

10. A vehicle, characterized in that, include: processor; as well as A memory having executable code stored thereon, which, when executed by the processor, causes the processor to perform the method as described in any one of claims 1-8.

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