Emb executor fault-tolerant brake control method, device, system and vehicle

Abstract

The application discloses an EMB actuator fault-tolerant braking control method, device, system and vehicle, and the method comprises the following steps: collecting whole-dimensional operation data of a vehicle and an EMB system in real time, and extracting core characteristic parameters for pre-failure identification; based on the core characteristic parameters, calculating the comprehensive health degree score of each wheel EMB actuator through weighted summation, and dividing the score into four levels of health state, first-level pre-failure, second-level pre-failure and third-level pre-failure according to the score, and simultaneously identifying the failure mode; according to the pre-failure level of each wheel EMB actuator, matching the corresponding graded fault-tolerant braking control strategy, continuously recording the actuator state parameters and fault-tolerant control data, and uploading the cloud platform to iteratively optimize the health degree evaluation model, and pushing the preventive maintenance reminder to the after-sales platform. The method improves the safety prediction and safety control effect of the EMB system. The application is mainly used in the technical field of vehicles.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, specifically to an EMB actuator fault-tolerant braking control method, device, system, and vehicle. Background Technology

[0002] Among related technologies, electromechanical braking (EMB) systems, as a core technology in the field of brake-by-wire, abandon the complex pipeline structure of traditional hydraulic braking systems. They directly drive wheel-end actuators to generate braking force via electrical signals, offering significant advantages such as fast response speed, high control precision, and ease of deep integration with intelligent driving systems. This has made them one of the key actuators in high-level autonomous vehicles. However, the braking capability of an EMB system depends entirely on the reliability of the electrical and mechanical structures of the wheel-end actuators. During operation, these actuators face various degradation modes, including motor winding aging, transmission mechanism wear, sensor drift, and bearing jamming. Once performance degradation or sudden failure occurs, it will directly lead to a decrease or even complete loss of braking force in the corresponding wheel, potentially causing increased braking distance, brake drift, vehicle instability, and even collisions, seriously threatening vehicle safety. Therefore, how to predict and manage the safety of EMB systems is a crucial technical issue that urgently needs to be addressed in the industry. Summary of the Invention

[0003] This invention provides an EMB actuator fault-tolerant braking control method, device, system, and vehicle to solve the problem of poor safety prediction and control of EMB systems in the prior art, and at least provides a beneficial option or creates conditions.

[0004] This invention provides a fault-tolerant braking control method for EMB actuators, comprising: real-time acquisition of full-dimensional operating data of the vehicle and EMB system, and extraction of core feature parameters for pre-failure identification; wherein, the core feature parameters include: current ripple coefficient, clamping force response hysteresis time, lead screw drive idle amount, braking torque output deviation rate, and motor temperature rise rate; Based on the core feature parameters, the comprehensive health score of each round of EMB actuators is calculated by weighted summation, and the scores are divided into four levels: health status, first-level pre-failure, second-level pre-failure, and third-level pre-failure, while the failure mode is identified. Based on the pre-failure level of each wheel EMB actuator, a corresponding graded fault-tolerant braking control strategy is matched, including: normal control under healthy conditions, preventive intervention compensation under first-level pre-failure, active fault-tolerant control under second-level pre-failure, and extreme fault-tolerant control under third-level pre-failure. During the execution of fault-tolerant control, the vehicle's braking deceleration, wheel slip ratio, yaw rate, lateral acceleration, and component temperature are monitored in real time; the braking force distribution is dynamically optimized in a closed loop to avoid secondary failures caused by insufficient braking force, wheel lock-up, vehicle instability, and overheating. The actuator status parameters and fault-tolerant control data are continuously recorded and uploaded to the cloud platform to iteratively optimize the health assessment model, while also pushing preventative maintenance reminders to the after-sales platform.

[0005] Furthermore, the comprehensive health score ranges from 0 to 100 points. During the calculation, weights are assigned to the five characteristic parameters, and the baseline threshold and degradation limit for each parameter are determined based on bench and vehicle calibration. The health status corresponds to a score ≥ 90, the first-level pre-failure corresponds to a score 70 ≤ < 90, the second-level pre-failure corresponds to a score 40 ≤ < 70, and the third-level pre-failure corresponds to a score < 40. The failure modes include: electrical failure of the motor, mechanical failure of the transmission mechanism, failure of the clamping force sensor, and mechanical jamming of the caliper.

[0006] Furthermore, the preventive intervention compensation under the first-level pre-failure condition specifically includes: triggering the EMB braking command of the wheel in advance based on the clamping force response lag time, dynamically correcting the target clamping force command based on the braking torque output deviation rate, and sending a first-level warning signal to the instrument.

[0007] Furthermore, the active fault-tolerant control under the secondary pre-failure condition specifically includes: reducing the rated load limit of the wheel's EMB based on the remaining health; calculating the difference between the target braking force of the wheel and the braking force that the pre-failure EMB can bear, and proportionally allocating the difference to the actuator of the healthy EMB on the opposite side of the coaxial axis and the corresponding drive motor of the wheel; the allocation ratio is dynamically adjusted according to the remaining health of the pre-failure actuator and the road adhesion coefficient, and the reverse torque of the drive motor does not exceed 70% of its rated peak torque; and simultaneously sending a secondary audible and visual warning to the instrument.

[0008] Furthermore, the ultimate fault-tolerant control under the three-level pre-failure condition specifically includes: completely shielding the braking command of the failed EMB actuator, allocating the target braking force of the failed wheel to the remaining healthy EMB actuators and the vehicle drive motor, and adopting differentiated allocation rules according to the number and position of the failed wheel.

[0009] Furthermore, the differentiated allocation rules include: single-wheel failure allocation rules, coaxial dual-wheel failure allocation rules, diagonal dual-wheel failure allocation rules, and failure allocation rules for three or more wheels; The single-wheel failure allocation rule is as follows: 60% of the target braking force of the failed wheel is allocated to the healthy EMB actuator on the opposite side of the same axis, and 40% is allocated to the drive motor corresponding to the failed wheel. The coaxial dual-wheel failure allocation rule is as follows: the target braking force of the failed axle dual wheels is fully allocated to the two healthy EMB actuators of the other axle, and the four drive motors synchronously output reverse braking torque. The diagonal dual-wheel failure allocation rule is as follows: the target braking force of the two failed wheels is evenly distributed to the other two healthy EMB actuators on the opposite sides, and the four drive motors each bear 25% of the target braking force of the corresponding wheel. The loss distribution rule for three or more wheels is effective: triggering the full power output of the four drive motors to reverse the peak torque and activating the electronic parking brake system for emergency braking.

[0010] Furthermore, the dynamic closed-loop optimization of braking force distribution includes: closed-loop optimization of insufficient braking force, closed-loop optimization of wheel lock-up risk, closed-loop optimization of vehicle instability risk, and closed-loop optimization of overheat protection. Specifically, the closed-loop optimization for insufficient braking force includes: if the actual braking deceleration of the vehicle does not reach the target value, it is determined to be insufficient braking force; under the premise of not exceeding the rated load of the healthy EMB actuator and the peak torque of the drive motor, the braking force output of the healthy EMB and the drive motor is increased proportionally, and the load of the EMB actuator with higher health is given priority; if the battery SOC exceeds 95%, the regenerative braking torque of the drive motor is limited, and the insufficient part is supplemented by the healthy EMB actuator. The closed-loop optimization of wheel lock-up risk specifically includes: if the slip rate of a single wheel exceeds 20%, dynamically reduce the braking force of the corresponding wheel and adjust the braking force distribution ratio between the healthy EMB and the drive motor, triggering the anti-lock adjustment logic to keep the slip rate in the range of 10%-20%. The closed-loop optimization of vehicle instability risk specifically includes: if the vehicle's yaw rate or lateral acceleration exceeds the safety threshold, adjusting the difference in braking force between the left and right wheels based on ESC logic to suppress tail-slip and sideslip; The overheat protection closed-loop optimization specifically includes: if the temperature of the EMB actuator or drive motor winding exceeds the safety threshold, dynamically reduce the braking force load of the corresponding component and allocate the excess part to the component with normal temperature.

[0011] On the other hand, an EMB actuator fault-tolerant braking control device is provided, comprising: a processor and a memory, wherein the memory is used to store a computer-readable program; when the computer-readable program is executed by the processor, the processor causes the processor to implement the EMB actuator fault-tolerant braking control method as described in any of the above technical solutions.

[0012] On the other hand, an EMB actuator fault-tolerant braking control system is provided, including: a data acquisition module, a classification and identification module, a fault-tolerant control module, a vehicle monitoring module, and a record uploading module; The acquisition and extraction module is used to: acquire real-time full-dimensional operating data of the vehicle and EMB system, and extract core feature parameters for pre-failure identification; wherein, the core feature parameters include: current ripple coefficient, clamping force response hysteresis time, lead screw drive idle amount, braking torque output deviation rate and motor temperature rise rate; The classification and identification module is used to: calculate the comprehensive health score of each round of EMB actuators by weighted summation based on the core feature parameters, and classify them into four levels according to the score: health status, first-level pre-failure, second-level pre-failure and third-level pre-failure, while identifying failure modes. The fault-tolerant control module is used to match the corresponding graded fault-tolerant braking control strategy according to the pre-failure level of each wheel EMB actuator, including: normal control in a healthy state, preventive intervention compensation under first-level pre-failure, active fault-tolerant control under second-level pre-failure, and extreme fault-tolerant control under third-level pre-failure. The vehicle monitoring module is used to: monitor the vehicle's braking deceleration, wheel slip ratio, yaw rate, lateral acceleration, and component temperature in real time during the execution of fault-tolerant control; and dynamically optimize the braking force distribution in a closed loop to avoid secondary failures caused by insufficient braking force, wheel lock-up, vehicle instability, and overheating. The recording and uploading module is used to continuously record actuator status parameters and fault-tolerant control data, and upload them to the cloud platform to iteratively optimize the health assessment model, while also pushing preventive maintenance reminders to the after-sales platform.

[0013] On the other hand, a vehicle is provided that integrates an EMB actuator fault-tolerant braking control system as described in any of the above-mentioned technical solutions.

[0014] This invention has at least the following beneficial effects: The method of this invention achieves precise quantification and classification of the health status of EMB actuators through weighted fusion of five characteristic parameters strongly correlated with degradation; based on this, it adopts hierarchical control from preventative compensation to extreme fault tolerance, avoiding the passive situation of post-event remediation and significantly reducing the probability of brake failure. This improves the safety prediction and safety management effectiveness of the EMB system. Simultaneously, this invention also provides corresponding devices, systems, and vehicles. The beneficial effects of the devices, systems, and vehicles are similar to those of the method and will not be repeated here. This invention is mainly applicable to the field of vehicle technology. Attached Figure Description

[0015] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the technical solutions of the present invention, and do not constitute a limitation on the technical solutions of the present invention.

[0016] Figure 1 This is a flowchart of the steps of the EMB actuator fault-tolerant braking control method; Figure 2 This is a schematic diagram of the EMB actuator fault-tolerant braking control device; Figure 3 This is the hardware structure of an EMB actuator fault-tolerant braking control device according to another embodiment; Figure 4 This is a schematic diagram of the system connection structure of the EMB actuator fault-tolerant braking control system. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0018] It should be noted that although functional modules are divided in the system diagram and the logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the system or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0019] Research has revealed the following core deficiencies in existing EMB system safety control technologies: 1. Remedial control can only be triggered after a complete EMB actuator failure, lacking pre-failure identification and early intervention capabilities. It cannot fundamentally reduce the probability of braking failure, offering only post-failure remediation, resulting in significant shortcomings in safety redundancy. 2. The braking force distribution after failure is not dynamically adjusted based on the remaining health of the EMB actuator and the road adhesion coefficient, easily leading to overload of the remaining healthy actuator and secondary failure. Simultaneously, it is prone to wheel lock-up, brake deviation, and vehicle instability on low-adhesion surfaces. 3. It only covers basic single-wheel failure conditions. For extreme conditions such as coaxial dual-wheel failure, diagonal dual-wheel failure, and three or more wheel failures, there are no suitable fault-tolerant control strategies, resulting in insufficient braking stability and safety in extreme scenarios. 4. It does not incorporate EMB system full lifecycle degradation data, making dynamic assessment of failure risks and preventative maintenance impossible, and it cannot adapt to performance changes throughout the actuator's lifecycle.

[0020] Please refer to Figure 1 , Figure 1 This is a flowchart of the steps of the EMB actuator fault-tolerant braking control method.

[0021] To address at least one of the problems existing in the current related technologies and achieve better safety control, this application discloses an EMB actuator fault-tolerant braking control method. When the EMB actuator fault-tolerant braking control method is executed, the steps include: Step 1, real-time acquisition of full-dimensional operating data of the vehicle and EMB system, and extraction of core feature parameters for pre-failure identification; wherein, the core feature parameters include: current ripple coefficient, clamping force response hysteresis time, lead screw drive idle amount, braking torque output deviation rate, and motor temperature rise rate.

[0022] Step 2: Based on the core feature parameters, calculate the comprehensive health score of each round of EMB actuators by weighted summation, and divide them into four levels according to the score: health status, first-level pre-failure, second-level pre-failure and third-level pre-failure, and identify failure modes at the same time.

[0023] Step 3: Match the corresponding graded fault-tolerant braking control strategy according to the pre-failure level of each wheel EMB actuator, including: normal control under healthy conditions, preventive intervention compensation under first-level pre-failure, active fault-tolerant control under second-level pre-failure, and extreme fault-tolerant control under third-level pre-failure.

[0024] Step 4: During the execution of fault-tolerant control, monitor the vehicle's braking deceleration, wheel slip ratio, yaw rate, lateral acceleration, and component temperature in real time; dynamically optimize the braking force distribution in a closed loop to avoid secondary failures caused by insufficient braking force, wheel lock-up, vehicle instability, and overheating. Step 5: Continuously record actuator status parameters and fault-tolerant control data, and upload them to the cloud platform to iteratively optimize the health assessment model, while also pushing preventive maintenance reminders to the after-sales platform.

[0025] The detailed process is as follows: The vehicle controller and EMB domain controller collect data in real time at 10ms cycles, including EMB motor phase current, rotor position, caliper clamping force, lead screw travel, and brake disc temperature for all four wheels. Simultaneously, they acquire brake pedal travel / rate, wheel speed, yaw rate, lateral acceleration, road adhesion coefficient, drive motor status, and battery SOC. After filtering and synchronizing the raw data, the controller calculates the current ripple coefficient, clamping force response hysteresis time, lead screw drive idle distance, braking torque output deviation rate, and motor temperature rise rate for each EMB actuator.

[0026] Wherein, the current ripple coefficient is: the ripple ratio under no-load and rated load; the clamping force response lag time is: the time difference from the issuance of the command to the achievement of the target force; the lead screw drive idle amount is: the difference between the rotor idle stroke and the lead screw feed stroke; the braking torque output deviation rate is: the relative deviation between the actual torque and the target torque; and the motor temperature rise rate is: the temperature rise of the motor windings per unit time.

[0027] Based on these five parameters, a comprehensive health score is obtained by weighted summation using bench calibration. The comprehensive health score can be divided into 0 to 100 points. It is automatically classified into four levels: healthy state, Level 1 pre-failure, Level 2 pre-failure, and Level 3 pre-failure, and simultaneously identifies electrical failures of the motor, mechanical failures of the transmission mechanism, failures of the clamping force sensor, or mechanical jamming of the caliper.

[0028] Subsequently, conventional braking, preventative intervention compensation, active fault-tolerant control, or extreme fault-tolerant control strategies are implemented according to the wheel level. During the control process, parameters such as deceleration, slip ratio, yaw rate, and temperature are monitored in real time, and the braking force distribution is optimized in a closed loop. At the same time, the controller records all status data and fault-tolerant events and uploads them to the cloud platform in encryption. The cloud uses multi-vehicle data to update the evaluation model regularly, and the after-sales platform pushes maintenance reminders to users based on the degradation trend, such as "The left front wheel EMB transmission is severely worn, and it is recommended to replace the lead screw assembly within 100km."

[0029] This invention achieves precise quantification and classification of the health status of EMB actuators by weighted fusion of five characteristic parameters strongly correlated with degradation. Based on this, it employs hierarchical control ranging from preventative compensation to extreme fault tolerance, avoiding a reactive approach and significantly reducing the probability of brake failure. This improves the safety prediction and control effectiveness of the EMB system. Furthermore, it combines real-time dynamic closed-loop optimization with cloud-based... After-sales full lifecycle management not only ensures braking safety and stability, but also achieves a low-cost, high-reliability mass production solution without the need for additional hardware.

[0030] In some further specific embodiments, step 2 is further defined. In step 2, the comprehensive health score ranges from 0 to 100 points. During calculation, weights are assigned to the five characteristic parameters, and the baseline threshold and degradation limit for each parameter are determined based on bench and vehicle calibration. A health status corresponds to a score ≥ 90, a first-level pre-failure corresponds to a score 70 ≤ score < 90, a second-level pre-failure corresponds to a score 40 ≤ score < 70, and a third-level pre-failure corresponds to a score < 40. The failure modes include: motor electrical failure, transmission mechanism mechanical failure, clamping force sensor failure, and caliper mechanical jamming.

[0031] Based on bench durability testing and multi-condition calibration on actual vehicles, baseline thresholds and degradation limits for five characteristic parameters were determined. For example: current ripple coefficient health threshold ≤ 0.15, degradation limit ≥ 0.35; clamping force response lag time health threshold ≤ 50ms, degradation limit ≥ 150ms; lead screw idle distance health threshold ≤ 0.2mm, degradation limit ≥ 0.8mm; torque deviation rate health threshold ≤ ±5%, degradation limit ≥ ±20%; motor temperature rise rate health threshold ≤ 3℃ / s, degradation limit ≥ 8℃ / s. The weights were set as follows: current ripple coefficient 0.15, response lag time 0.25, idle distance 0.25, torque deviation rate 0.25, and temperature rise rate 0.10. When the weighted composite score of a certain EMB actuator is 85 points, it is judged as a Level 1 pre-failure; a score of 55 points is a Level 2 pre-failure; and a score of 35 points is a Level 3 pre-failure. Meanwhile, if the abnormal characteristic parameter type manifests as a sudden increase in the current ripple coefficient and no motor response, it is identified as an electrical failure of the motor; if the lead screw idle distance and response lag time increase significantly without current abnormality, it is identified as a mechanical failure of the transmission mechanism; if the clamping force sensor feedback value is always zero or a constant maximum value, it is identified as a sensor failure; if the actual clamping force of the caliper cannot be released and is accompanied by motor stall current, it is identified as mechanical jamming of the caliper. The system automatically matches subsequent fault-tolerant strategies based on the identification results.

[0032] This specific embodiment ensures the engineering credibility of the health assessment by establishing benchmark thresholds and degradation limits through bench and real vehicle calibration; the automatic identification of four failure modes can guide subsequent targeted compensation, thereby improving the accuracy of fault-tolerant control and avoiding secondary failures caused by blindly allocating braking force.

[0033] In some further specific embodiments, this embodiment defines the specific measures for preventive intervention compensation under the first-level pre-failure condition in step 3. Specifically, the preventive intervention compensation under the first-level pre-failure condition includes: triggering the wheel's EMB braking command in advance based on the clamping force response lag time, dynamically correcting the target clamping force command based on the braking torque output deviation rate, and sending a first-level warning signal to the instrument.

[0034] The following is a detailed explanation using a specific example: The left front wheel EMB actuator of a certain vehicle is assessed as having a Level 1 pre-failure rating (82 points). Specifically, the clamping force response lag time increases from the normal 45ms to 85ms, the braking torque output deviation rate is +9%, and the target torque is 1000Nm, while the actual torque is 1090Nm. The system implements a preventative intervention compensation strategy: For the response lag, the controller adds an extra 85ms advance trigger to the braking command for that wheel, meaning the command is sent to the left front EMB 85ms before the brake pedal reaches the target opening. For the positive torque deviation, the controller dynamically adjusts the target clamping force based on the deviation rate, multiplying the original target clamping force by a coefficient 1 / (1+0.09) = 0.917, so that the actual output torque returns to the target value. Simultaneously, the instrument panel displays a Level 1 warning icon and indicates "Slight degradation of the braking system, normal driving is possible." Throughout the entire process, the vehicle's braking force distribution architecture remains unchanged, and the driver perceives no abnormalities.

[0035] This embodiment addresses the shortcomings of existing technologies, which cannot proactively intervene during the minor degradation stage and can only wait for complete failure before taking remedial action. By pre-triggering commands to compensate for response lag and dynamically correcting command-compensated torque deviations, the first-level pre-failure actuator can still output accurate braking force, without affecting the vehicle's braking performance and driving experience. Simultaneously, the first-level warning signal informs the driver of the vehicle's status, avoiding panic in the event of sudden failure. This strategy does not change the hardware or increase costs, yet effectively extends the actuator's effective service life and reduces the probability of complete failure.

[0036] In some further specific embodiments, this embodiment defines the specific measures for the active fault-tolerant control under the secondary pre-failure condition in step 3. The active fault-tolerant control under the secondary pre-failure condition specifically includes: reducing the rated load limit of the wheel's EMB based on the remaining health; calculating the difference between the target braking force of the wheel and the braking force that the pre-failure EMB can bear, and proportionally allocating the difference to the actuator of the healthy EMB on the opposite side of the coaxial axis and the corresponding drive motor of the wheel; dynamically adjusting the allocation ratio based on the remaining health of the pre-failure actuator and the road surface adhesion coefficient, and ensuring that the reverse torque of the drive motor does not exceed 70% of its rated peak torque; and simultaneously sending a secondary audible and visual warning to the instrument panel.

[0037] The following is a detailed explanation using a specific example: The right rear wheel EMB actuator of a vehicle is assessed as having a level 2 pre-failure condition (health score 55), and its maximum sustainable output clamping force has decreased to 60% of its rated value. At this time, the driver triggers emergency braking, requiring a target braking force of 2000 Nm, while the failed wheel can only safely output a maximum of 1200 Nm. The controller calculates the difference to be 800 Nm and dynamically distributes it: the healthy EMB on the opposite axle bears 60% (480 Nm), and the corresponding drive motor (right rear drive motor) bears 40% (320 Nm). The distribution ratio is set based on the remaining health of the right rear actuator and the current road surface adhesion coefficient; the reverse torque of the drive motor is controlled at 50% of its peak torque. Simultaneously, the instrument panel issues a level 2 audible and visual warning, indicating "Braking system degradation, please drive with caution." During braking, the actual vehicle deceleration matches the target value, with no deviation or wheel lock-up.

[0038] This embodiment addresses the problem in existing technologies where blindly allocating braking force during moderate degradation can easily lead to overload of healthy actuators or instability on low-adhesion surfaces. It prevents accelerated deterioration by dynamically reducing the load limit of pre-failure actuators based on remaining health; intelligently allocating the deficit to the coaxial EMB and the drive motor on the same axle to fully utilize existing resources; adjusting the ratio based on the road adhesion coefficient to prevent brake deviation; and limiting the drive motor torque to within 70% to prevent overheating. A secondary warning system enhances driver vigilance. This strategy achieves proactive fault tolerance for moderate degradation without adding new hardware, ensuring no braking performance degradation and significantly reducing the risk of secondary failure.

[0039] In some further specific embodiments, this embodiment defines the specific measures for the limit fault-tolerant control under the three-level pre-failure condition in step 3. The limit fault-tolerant control under the three-level pre-failure condition specifically includes: completely shielding the braking command of the failed EMB actuator, allocating all target braking force of the failed wheel to the remaining healthy EMB actuators and the vehicle drive motor, and adopting differentiated allocation rules according to the number and position of the failed wheel; the differentiated allocation rules include: single-wheel failure allocation rule, coaxial dual-wheel failure allocation rule, diagonal dual-wheel failure allocation rule, and three-wheel or more failure allocation rule.

[0040] The single-wheel failure allocation rule is as follows: 60% of the target braking force of the failed wheel is allocated to the healthy EMB actuator on the opposite side of the same axis, and 40% is allocated to the drive motor corresponding to the failed wheel.

[0041] The failure allocation rule for the coaxial dual wheels is as follows: the target braking force of the failed axle dual wheels is allocated to the two healthy EMB actuators of the other axle, and the four drive motors synchronously output reverse braking torque.

[0042] The diagonal dual-wheel failure allocation rule is as follows: the target braking force of the two failed wheels is evenly distributed to the other two healthy EMB actuators on the opposite sides, and the four drive motors each bear 25% of the target braking force of their corresponding wheels.

[0043] The loss distribution rule for three or more wheels is as follows: trigger the full power output of the four drive motors to reverse the peak torque and activate the electronic parking brake system for emergency braking.

[0044] The following is a detailed explanation using specific examples. For instance, when a vehicle encounters various extreme failure conditions while traveling at high speed, the system handles them according to the rules: Single wheel failure (complete failure of the right front wheel): 60% (1200Nm) of the target braking force of 2000Nm of the right front wheel is allocated to the healthy EMB of the coaxial left front wheel, and 40% (800Nm) is allocated to the right front drive motor (the reverse torque of the motor does not exceed 80% of the rated peak value); at the same time, the difference between the left and right wheels is dynamically adjusted based on the yaw rate.

[0045] Coaxial dual-wheel failure (both rear wheels fail simultaneously): The original target braking force of 3000 Nm from the two rear wheels is fully distributed to the two healthy front wheel EMBs. At the same time, the four drive motors (each wheel-side motor) synchronously output reverse braking torque. The braking force is distributed according to the front / rear axle adhesion coefficient (e.g., front axle µ=0.8, rear axle µ=0.5) and the axle load transfer during braking (increased front axle load). Ultimately, the front axle EMB bears about 2200 Nm, the front drive motor bears about 600 Nm, and the rear drive motor bears about 200 Nm, and the vehicle decelerates smoothly.

[0046] Diagonal double wheel failure (left front + right rear failure): The target braking force of each failed wheel is 1500Nm, which is evenly distributed to the diagonally healthy wheels (left rear and right front), with each healthy EMB bearing 750Nm; at the same time, each of the four drive motors outputs 25% of the target braking force of the corresponding wheel (i.e., the left front drive motor outputs 375Nm, the right rear drive motor outputs 375Nm, and so on). The IMU detects slight yaw, and the controller adjusts the difference in braking force between the left and right wheels in real time to eliminate sideslip.

[0047] Three or more wheels fail (three EMBs fail): The highest level emergency strategy is immediately triggered, all four drive motors output full power reverse peak torque (e.g., 2000Nm per motor), and the EPB electronic parking brake system is activated to provide approximately 3000Nm of additional braking force. The instrument panel emits the highest level red flashing warning and voice prompt "Emergency braking, please hold the steering wheel firmly." The vehicle decelerates from 100km / h to 0 within 6 seconds without losing control.

[0048] This embodiment designs differentiated allocation rules for single-wheel, coaxial dual-wheel, diagonal dual-wheel, and three-wheel and above vehicles, combined with drive motor cooperative braking and EPB redundancy, to ensure that the vehicle can provide sufficient deceleration and maintain directional stability in any failure mode. In particular, the average allocation plus IMU closed-loop regulation is used when diagonal dual-wheels fail, and the full-power braking of EPB is activated when three wheels and above fail, significantly improving survivability under extreme conditions.

[0049] In some further specific embodiments, this embodiment defines the dynamic closed-loop optimization of braking force distribution during the active fault-tolerant control process under secondary pre-failure conditions. Specifically, the dynamic closed-loop optimization of braking force distribution includes: closed-loop optimization for insufficient braking force, closed-loop optimization for wheel lock-up risk, closed-loop optimization for vehicle instability risk, and closed-loop optimization for overheat protection.

[0050] Specifically, the closed-loop optimization for insufficient braking force includes: if the actual braking deceleration of the vehicle does not reach the target value, it is determined to be insufficient braking force; under the premise of not exceeding the rated load of the healthy EMB actuator and the peak torque of the drive motor, the braking force output of the healthy EMB and the drive motor is increased proportionally, with priority given to increasing the load of the EMB actuator with higher health; if the battery SOC exceeds 95%, the regenerative braking torque of the drive motor is limited, and the insufficient part is supplemented by the healthy EMB actuator. This insufficient braking force optimization ensures that the actual deceleration always follows the target, avoiding an increase in braking distance.

[0051] The closed-loop optimization of wheel lock-up risk specifically includes: if the slip ratio of a single wheel exceeds 20%, dynamically reducing the braking force of the corresponding wheel and adjusting the braking force distribution ratio between the healthy EMB and the drive motor, triggering the anti-lock braking adjustment logic to keep the slip ratio within the 10%-20% range. Through the closed-loop optimization of wheel lock-up risk, the slip ratio is maintained within the optimal adhesion range (e.g., 10%-20%), ensuring braking efficiency and steering capability.

[0052] The closed-loop optimization of vehicle instability risk specifically includes: if the vehicle's yaw rate or lateral acceleration exceeds a safety threshold, adjusting the difference in braking force between the left and right wheels based on ESC logic to suppress fishtailing and sideslip. Through this closed-loop optimization of vehicle instability risk, fishtailing and sideslip can be suppressed based on ESC logic, ensuring path stability.

[0053] The overheat protection closed-loop optimization specifically includes: if the temperature of the EMB actuator or drive motor winding exceeds the safety threshold, dynamically reducing the braking force load of the corresponding component and allocating the excess portion to components with normal temperatures. This overheat protection closed-loop optimization can achieve dynamic load transfer, preventing permanent damage to the actuator due to heat accumulation.

[0054] This solution addresses the critical flaws of existing passive remedial solutions, which are unable to adaptively adjust during dynamic braking and are prone to secondary failures (lock-up, instability, overheating).

[0055] The following concrete example further illustrates this: During the active fault-tolerant control process under Level 2 pre-failure conditions, the system monitors and executes four closed-loop optimizations in real time, specifically including: Insufficient braking force closed-loop optimization: When the actual deceleration is only 80% of the target value, the controller increases the braking force of each healthy EMB proportionally within the healthy EMB load range (not exceeding the rated value). Prioritize increasing the load of the left front wheel with higher health (e.g., 95 points) to its rated 95%, while increasing the load of the right front wheel with slightly lower health (e.g., 88 points) to 85%. At this time, the battery SOC is 96%, and the system limits the regenerative braking torque of the drive motor to 0. The insufficient part is supplemented by the healthy EMB, and the deceleration finally meets the target.

[0056] Wheel lock-up risk closed-loop optimization: When the slip ratio of the left rear wheel suddenly increases to 25%, the controller immediately reduces the EMB braking force of that wheel and reduces the torque of the corresponding drive motor. At the same time, it triggers the ABS adjustment logic, so that the slip ratio drops back to the 15% range and the wheel does not lock up.

[0057] Closed-loop optimization of vehicle instability risk: If the yaw rate exceeds the threshold of 0.2 rad / s, the controller increases the braking force of the outer wheel and reduces the braking force of the inner wheel based on the ESC algorithm, and limits the torque mutation rate of the drive motor (e.g., ≤500 Nm / s), so that the vehicle can return to a stable trajectory.

[0058] Overheat protection closed-loop optimization: When the temperature of the right front drive motor winding rises to 120℃ (e.g., the safety threshold is 100℃), the controller reduces the motor's power load from 400Nm to 100Nm, and transfers the excess to the same side EMB and the other side drive motor. The temperature drops to 95℃ within 10 seconds.

[0059] refer to Figure 2 , Figure 2 This is a schematic diagram of the EMB actuator fault-tolerant braking control device.

[0060] On the other hand, an EMB actuator fault-tolerant braking control device is provided, comprising: a processor and a memory, the memory being used to store a computer-readable program. When the computer-readable program is executed by the processor, the processor causes the processor to implement the EMB actuator fault-tolerant braking control method as described in any of the above specific embodiments.

[0061] Those skilled in the art will understand that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. As is known to those skilled in the art, communication media typically contain computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0062] Please see Figure 3 , Figure 3 This is another embodiment of the hardware structure of the EMB actuator fault-tolerant braking control device. The EMB actuator fault-tolerant braking control device includes: a processor 901, a memory 902, an input / output interface 903, a communication interface 904, and a bus 905.

[0063] The processor 901 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the EMB actuator fault-tolerant braking control method provided in the embodiments of this application.

[0064] The memory 902 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 902 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 902 and is called and executed by the processor 901 using the methods described in the embodiments of this application.

[0065] The input / output interface 903 is used to implement information input and output.

[0066] The communication interface 904 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0067] Bus 905 transmits information between various components of the device, such as processor 901, memory 902, input / output interface 903, and communication interface 904.

[0068] The processor 901, memory 902, input / output interface 903, and communication interface 904 are connected to each other within the device via bus 905.

[0069] On the other hand, reference Figure 4 , Figure 4 This is a schematic diagram of the system connection structure of the EMB actuator fault-tolerant braking control system.

[0070] An EMB actuator fault-tolerant braking control system is provided, including: a data acquisition and extraction module, a classification and identification module, a fault-tolerant control module, a vehicle monitoring module, and a record uploading module; The acquisition and extraction module is used to: acquire real-time full-dimensional operating data of the vehicle and EMB system, and extract core feature parameters for pre-failure identification; wherein, the core feature parameters include: current ripple coefficient, clamping force response hysteresis time, lead screw drive idle amount, braking torque output deviation rate and motor temperature rise rate; The classification and identification module is used to: calculate the comprehensive health score of each round of EMB actuators by weighted summation based on the core feature parameters, and classify them into four levels according to the score: health status, first-level pre-failure, second-level pre-failure and third-level pre-failure, while identifying failure modes. The fault-tolerant control module is used to match the corresponding graded fault-tolerant braking control strategy according to the pre-failure level of each wheel EMB actuator, including: normal control in a healthy state, preventive intervention compensation under first-level pre-failure, active fault-tolerant control under second-level pre-failure, and extreme fault-tolerant control under third-level pre-failure. The vehicle monitoring module is used to: monitor the vehicle's braking deceleration, wheel slip ratio, yaw rate, lateral acceleration, and component temperature in real time during the execution of fault-tolerant control; and dynamically optimize the braking force distribution in a closed loop to avoid secondary failures caused by insufficient braking force, wheel lock-up, vehicle instability, and overheating. The recording and uploading module is used to continuously record actuator status parameters and fault-tolerant control data, and upload them to the cloud platform to iteratively optimize the health assessment model, while also pushing preventive maintenance reminders to the after-sales platform.

[0071] The data acquisition module collects EMB motor phase current, rotor position, caliper clamping force, lead screw travel, and brake disc temperature for all four wheels in real time at 10ms intervals. Simultaneously, it acquires brake pedal travel / rate, wheel speed, yaw rate, lateral acceleration, road adhesion coefficient, drive motor status, and battery SOC. After filtering and synchronizing the raw data, the controller calculates the current ripple coefficient, clamping force response hysteresis time, lead screw drive idle distance, braking torque output deviation rate, and motor temperature rise rate for each EMB actuator.

[0072] Wherein, the current ripple coefficient is: the ripple ratio under no-load and rated load; the clamping force response lag time is: the time difference from the issuance of the command to the achievement of the target force; the lead screw drive idle amount is: the difference between the rotor idle stroke and the lead screw feed stroke; the braking torque output deviation rate is: the relative deviation between the actual torque and the target torque; and the motor temperature rise rate is: the temperature rise of the motor windings per unit time.

[0073] The classification and identification module uses these five parameters to obtain a comprehensive health score through weighted summation based on bench calibration. The comprehensive health score can be divided from 0 to 100. It automatically classifies the condition into four levels: healthy state, Level 1 pre-failure, Level 2 pre-failure, and Level 3 pre-failure, while simultaneously identifying electrical failures of the motor, mechanical failures of the transmission mechanism, failures of the clamping force sensor, or mechanical jamming of the caliper.

[0074] Subsequently, the fault-tolerant control module executes conventional braking, preventive intervention compensation, active fault-tolerant control, or extreme fault-tolerant control strategies according to the level of each wheel.

[0075] During the control process, the vehicle monitoring module monitors parameters such as deceleration, slip ratio, yaw rate, and temperature in real time and optimizes the braking force distribution in a closed loop. At the same time, the recording and uploading module records all status data and fault-tolerant events and uploads them to the cloud platform in encryption. The cloud uses multi-vehicle data to update the evaluation model regularly, and the after-sales platform pushes maintenance reminders to users based on the degradation trend, such as "The left front wheel EMB transmission is severely worn, and it is recommended to replace the lead screw assembly within 100km".

[0076] On the other hand, a vehicle is provided that integrates the EMB actuator fault-tolerant braking control system described in the above specific embodiments.

[0077] On the other hand, a computer-readable storage medium is provided, wherein a processor-executable program is stored, which, when executed by a processor, is used to implement the EMB actuator fault-tolerant braking control method as described in any of the above specific embodiments.

[0078] This application also discloses a computer program product, including a computer program or computer instructions, which are stored in a computer-readable storage medium. The processor of the computer device reads the computer program or computer instructions from the computer-readable storage medium and executes the computer program or computer instructions, causing the computer device to perform the EMB actuator fault-tolerant braking control method as described in any of the preceding embodiments.

[0079] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatuses.

[0080] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0081] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, apparatuses, or units, and may be electrical, mechanical, or other forms.

[0082] 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.

[0083] Furthermore, the functional units in the various embodiments of 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. The integrated unit can be implemented in hardware or as a software functional unit.

[0084] If the integrated unit 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 all or 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 a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods 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.

[0085] Although the description of this application has been quite detailed and particularly focused on several of the described embodiments, it is not intended to limit itself to any of these details or embodiments or any particular embodiment. Rather, it should be considered as effectively covering the intended scope of this application by referring to the appended claims and taking into account the prior art, which provides for a broad possible interpretation of these claims. Furthermore, the foregoing description of this application with respect to embodiments foreseeable by the inventors is intended to provide a useful description, and non-substantial modifications to this application that have not yet been foreseen may still represent equivalent modifications.

[0086] It should be noted that in all specific embodiments of this application, when processing data related to user identity or characteristics, such as user information, user behavior data, user historical data, and user location information, user permission or consent is obtained first. Furthermore, the collection, use, and processing of this data comply with relevant laws, regulations, and standards. In addition, when embodiments of this application require access to sensitive personal information of users, separate permission or consent from the user is obtained through pop-ups or redirection to confirmation pages. Only after obtaining the user's separate permission or consent is the necessary user-related data required for the proper functioning of these embodiments acquired.

Claims

1. A fault-tolerant braking control method for an EMB actuator, characterized in that, include: Real-time acquisition of full-dimensional operational data of the vehicle and EMB system, and extraction of core feature parameters for pre-failure identification; among which, the core feature parameters include: current ripple coefficient, clamping force response hysteresis time, lead screw drive idle amount, braking torque output deviation rate and motor temperature rise rate; Based on the core feature parameters, the comprehensive health score of each round of EMB actuators is calculated by weighted summation, and the scores are divided into four levels: health status, first-level pre-failure, second-level pre-failure, and third-level pre-failure, while the failure mode is identified. Based on the pre-failure level of each wheel EMB actuator, a corresponding graded fault-tolerant braking control strategy is matched, including: normal control under healthy conditions, preventive intervention compensation under first-level pre-failure, active fault-tolerant control under second-level pre-failure, and extreme fault-tolerant control under third-level pre-failure. During the execution of fault-tolerant control, the vehicle's braking deceleration, wheel slip ratio, yaw rate, lateral acceleration, and component temperature are monitored in real time; the braking force distribution is dynamically optimized in a closed loop to avoid secondary failures caused by insufficient braking force, wheel lock-up, vehicle instability, and overheating. The actuator status parameters and fault-tolerant control data are continuously recorded and uploaded to the cloud platform to iteratively optimize the health assessment model, while also pushing preventative maintenance reminders to the after-sales platform.

2. The EMB actuator fault-tolerant braking control method according to claim 1, characterized in that, The comprehensive health score ranges from 0 to 100. During the calculation, weights are assigned to the five characteristic parameters, and the baseline threshold and degradation limit for each parameter are determined based on bench and vehicle calibration. The health status corresponds to a score ≥ 90, the first-level pre-failure corresponds to a score 70 ≤ < 90, the second-level pre-failure corresponds to a score 40 ≤ < 70, and the third-level pre-failure corresponds to a score < 40. The failure modes include: electrical failure of the motor, mechanical failure of the transmission mechanism, failure of the clamping force sensor, and mechanical jamming of the caliper.

3. The EMB actuator fault-tolerant braking control method according to claim 1, characterized in that, The preventive intervention compensation under the first-level pre-failure condition specifically includes: triggering the EMB braking command of the wheel in advance based on the clamping force response lag time, dynamically correcting the target clamping force command based on the braking torque output deviation rate, and sending a first-level warning signal to the instrument.

4. The EMB actuator fault-tolerant braking control method according to claim 1, characterized in that, The active fault-tolerant control under the secondary pre-failure condition specifically includes: reducing the rated load limit of the wheel's EMB based on the remaining health; calculating the difference between the target braking force of the wheel and the braking force that the pre-failure EMB can bear, and distributing the difference proportionally to the actuator of the healthy EMB on the opposite side of the coaxial axis and the corresponding drive motor of the wheel; the distribution ratio is dynamically adjusted according to the remaining health of the pre-failure actuator and the road adhesion coefficient, and the reverse torque of the drive motor does not exceed 70% of its rated peak torque; and simultaneously sending a secondary audible and visual warning to the instrument.

5. The EMB actuator fault-tolerant braking control method according to claim 1, characterized in that, The three-level pre-failure limit fault-tolerant control specifically includes: completely shielding the braking command of the failed EMB actuator, allocating all target braking force of the failed wheel to the remaining healthy EMB actuators and the vehicle drive motor, and adopting differentiated allocation rules according to the number and position of the failed wheel.

6. The EMB actuator fault-tolerant braking control method according to claim 5, characterized in that, The differentiated allocation rules include: single-wheel failure allocation rules, coaxial dual-wheel failure allocation rules, diagonal dual-wheel failure allocation rules, and failure allocation rules for three or more wheels. The single-wheel failure allocation rule is as follows: 60% of the target braking force of the failed wheel is allocated to the healthy EMB actuator on the opposite side of the same axis, and 40% is allocated to the drive motor corresponding to the failed wheel. The coaxial dual-wheel failure allocation rule is as follows: the target braking force of the failed axle dual wheels is fully allocated to the two healthy EMB actuators of the other axle, and the four drive motors synchronously output reverse braking torque. The diagonal dual-wheel failure allocation rule is as follows: the target braking force of the two failed wheels is evenly distributed to the other two healthy EMB actuators on the opposite sides, and the four drive motors each bear 25% of the target braking force of the corresponding wheel. The loss distribution rule for three or more wheels is effective: triggering the full power output of the four drive motors to reverse the peak torque and activating the electronic parking brake system for emergency braking.

7. The EMB actuator fault-tolerant braking control method according to claim 1, characterized in that, The dynamic closed-loop optimization of braking force distribution includes: closed-loop optimization of insufficient braking force, closed-loop optimization of wheel lock-up risk, closed-loop optimization of vehicle instability risk, and closed-loop optimization of overheat protection. Specifically, the closed-loop optimization for insufficient braking force includes: if the actual braking deceleration of the vehicle does not reach the target value, it is determined to be insufficient braking force; under the premise of not exceeding the rated load of the healthy EMB actuator and the peak torque of the drive motor, the braking force output of the healthy EMB and the drive motor is increased proportionally, and the load of the EMB actuator with higher health is given priority; if the battery SOC exceeds 95%, the regenerative braking torque of the drive motor is limited, and the insufficient part is supplemented by the healthy EMB actuator. The closed-loop optimization of wheel lock-up risk specifically includes: if the slip rate of a single wheel exceeds 20%, dynamically reduce the braking force of the corresponding wheel and adjust the braking force distribution ratio between the healthy EMB and the drive motor, triggering the anti-lock adjustment logic to keep the slip rate in the range of 10%-20%. The closed-loop optimization of vehicle instability risk specifically includes: if the vehicle's yaw rate or lateral acceleration exceeds the safety threshold, adjusting the difference in braking force between the left and right wheels based on ESC logic to suppress tail-slip and sideslip; The overheat protection closed-loop optimization specifically includes: if the temperature of the EMB actuator or drive motor winding exceeds the safety threshold, dynamically reduce the braking force load of the corresponding component and allocate the excess part to the component with normal temperature.

8. A fault-tolerant braking control device for an EMB actuator, characterized in that, include: processor; Memory, used to store computer-readable programs; When the computer-readable program is executed by the processor, the processor implements the EMB actuator fault-tolerant braking control method as described in any one of claims 1-7.

9. A fault-tolerant braking control system for an EMB actuator, characterized in that, include: The system includes a data acquisition and extraction module, a classification and identification module, a fault-tolerant control module, a vehicle monitoring module, and a record uploading module. The acquisition and extraction module is used to: acquire real-time full-dimensional operating data of the vehicle and EMB system, and extract core feature parameters for pre-failure identification; wherein, the core feature parameters include: current ripple coefficient, clamping force response hysteresis time, lead screw drive idle amount, braking torque output deviation rate and motor temperature rise rate; The classification and identification module is used to: calculate the comprehensive health score of each round of EMB actuators by weighted summation based on the core feature parameters, and classify them into four levels according to the score: health status, first-level pre-failure, second-level pre-failure and third-level pre-failure, while identifying failure modes. The fault-tolerant control module is used to match the corresponding graded fault-tolerant braking control strategy according to the pre-failure level of each wheel EMB actuator, including: normal control in a healthy state, preventive intervention compensation under first-level pre-failure, active fault-tolerant control under second-level pre-failure, and extreme fault-tolerant control under third-level pre-failure. The vehicle monitoring module is used to: monitor the vehicle's braking deceleration, wheel slip ratio, yaw rate, lateral acceleration, and component temperature in real time during the execution of fault-tolerant control; and dynamically optimize the braking force distribution in a closed loop to avoid secondary failures caused by insufficient braking force, wheel lock-up, vehicle instability, and overheating. The recording and uploading module is used to continuously record actuator status parameters and fault-tolerant control data, and upload them to the cloud platform to iteratively optimize the health assessment model, while also pushing preventive maintenance reminders to the after-sales platform.

10. A vehicle, characterized in that, It integrates the EMB actuator fault-tolerant braking control system as described in claim 9.

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