A vehicle braking method, electronic device and computer readable storage medium

Abstract

The application discloses a vehicle braking method, an electronic device and a computer readable storage medium. The application obtains front wheel braking instructions and rear wheel braking instructions by performing signal processing on a pedal signal in response to receiving the pedal signal; controls an electromagnetic valve module to perform front wheel braking processing based on the front wheel braking instructions; and controls an electronic mechanical brake module to perform rear wheel braking processing based on the rear wheel braking instructions. Thus, the reliability of vehicle braking is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle braking method, electronic equipment, and computer-readable storage medium. Background Technology

[0002] With the rapid development of vehicle intelligence and electrification, brake-by-wire systems have replaced traditional vacuum-assisted braking as a core safety component for autonomous driving. Brake-by-wire offers advantages such as fast response, high precision, and ease of integration, making it an essential foundation for Level 3 and above autonomous driving. Furthermore, the functional safety standard ISO (International Organization for Standardization) 26262 explicitly requires that the braking system of autonomous vehicles must meet ASIL D (Automotive Safety Integrity Level D) and possess fail-safe capability, meaning that even after any single point of failure, the system can still maintain sufficient braking performance to ensure the vehicle safely decelerates or stops.

[0003] Current vehicle braking methods typically use solenoid valves for hydraulic control to brake the front and rear wheels. However, using hydraulic control for all four wheels, relying solely on a single hydraulic path for braking, results in low braking reliability. Summary of the Invention

[0004] The main technical problem addressed by this application is to provide a vehicle braking method, electronic device, and computer-readable storage medium that can improve the reliability of vehicle braking.

[0005] To address the aforementioned technical problems, this application provides a vehicle braking method applied to a vehicle braking system, the vehicle braking system including a solenoid valve module and an electromechanical braking module. The method includes: in response to receiving a pedal signal, processing the pedal signal to obtain a front wheel braking command and a rear wheel braking command; controlling the solenoid valve module to perform front wheel braking based on the front wheel braking command; and controlling the electromechanical braking module to perform rear wheel braking based on the rear wheel braking command.

[0006] In one embodiment, the step of processing the pedal signal to obtain front wheel braking command and rear wheel braking command includes: performing braking intent recognition processing on the pedal signal to obtain target braking intent; determining target braking torque and target hydraulic pressure value based on the target braking intent; generating the rear wheel braking command based on the target braking torque; and generating the front wheel braking command based on the target hydraulic pressure value.

[0007] In one embodiment, the step of processing the pedal signal to obtain the front wheel braking command and the rear wheel braking command includes: determining a target braking branch from each initial braking branch in the vehicle braking system; and processing the pedal signal through the target braking branch to obtain the front wheel braking command and the rear wheel braking command.

[0008] In one embodiment, the step of determining the target braking branch from each initial braking branch in the vehicle braking system includes: obtaining the current braking state of each initial braking branch in the vehicle braking system; and selecting the initial braking branch whose current braking state is in operation from each initial braking branch as the target braking branch.

[0009] In one embodiment, each initial braking branch includes a first braking branch and a second braking branch. The step of determining the target braking branch from each initial braking branch in the vehicle braking system includes: performing real-time detection processing on the first braking branch to obtain a detection result; determining the first braking branch as the target braking branch in response to the detection result indicating that the first braking branch is in an operating state; isolating the first braking branch in response to the detection result indicating that the first braking branch is in a fault state; activating the second braking branch and determining the second braking branch as the target braking branch.

[0010] In one embodiment, the solenoid valve module includes a pressure-building cylinder, a solenoid valve, and a front wheel brake caliper. The pressure-building cylinder is connected to one end of the solenoid valve, and the other end of the solenoid valve is connected to the front wheel brake caliper. The step of controlling the solenoid valve module to perform front wheel braking based on the front wheel braking command includes: adjusting the current hydraulic value of the pressure-building cylinder based on the target hydraulic value in the front wheel braking command; controlling the valve of the solenoid valve to adjust in response to detecting that the current hydraulic value of the pressure-building cylinder is in an adjustment state; and controlling the front wheel brake caliper to brake the front wheels of the vehicle in response to detecting that the valve of the solenoid valve is in an adjustment state.

[0011] In one embodiment, the electromechanical braking module includes a motor, a motion conversion mechanism, and a rear wheel brake caliper. The motor is connected to one end of the motion conversion mechanism, and the other end of the motion conversion mechanism is connected to the rear wheel brake caliper. The step of controlling the electromechanical braking module to perform rear wheel braking based on the rear wheel braking command includes: driving the motor based on the target braking torque in the rear wheel braking command; and controlling the motion conversion mechanism to clamp the rear wheel brake caliper in response to detecting that the motor is in a driving state, thereby achieving braking of the rear wheels of the vehicle.

[0012] In one embodiment, after the step of controlling the electromechanical braking module to perform rear wheel braking based on the rear wheel braking command, the method further includes: generating an energy recovery command in response to detecting that the front wheels and rear wheels of the vehicle are in a deceleration state; sending the energy recovery command to the target braking branch; and performing energy recovery processing through the target braking branch to eliminate braking fluctuations.

[0013] To solve the above-mentioned technical problems, this application provides an electronic device, including a memory and a processor, wherein the memory stores program instructions, and the processor retrieves the program instructions from the memory to execute the above-mentioned vehicle braking method.

[0014] To address the aforementioned technical problems, this application provides a computer-readable storage medium, comprising: storing program data, which, when executed by a processor, is used to implement the aforementioned vehicle braking method.

[0015] The above scheme, in response to a received pedal signal, processes the pedal signal to obtain front wheel braking commands and rear wheel braking commands; based on the front wheel braking command, it controls the solenoid valve module to perform front wheel braking; based on the rear wheel braking command, it controls the electromechanical braking module to perform rear wheel braking. Thus, by using the solenoid valve module for front wheel braking and the electromechanical braking module for rear wheel braking, two separate braking methods are employed, improving the reliability of vehicle braking. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly described below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, wherein: Figure 1 This is a schematic flowchart of an exemplary embodiment of the vehicle braking method shown in this application; Figure 2 This is a schematic flowchart of an exemplary embodiment of a dual-winding six-phase motor shown in this application; Figure 3 This is a schematic flowchart of yet another exemplary embodiment of the vehicle braking method shown in this application; Figure 4 This is a schematic diagram of an exemplary embodiment of the solenoid valve shown in this application; Figure 5 This is a schematic diagram of another exemplary embodiment of the solenoid valve shown in this application; Figure 6This is a schematic diagram of an exemplary embodiment of the vehicle braking device shown in this application; Figure 7 This is a timing diagram of an exemplary embodiment of the vehicle braking method shown in this application; Figure 8 This is a block diagram illustrating a vehicle braking device in an exemplary embodiment of this application; Figure 9 This is a schematic diagram of the structure of an embodiment of the electronic device provided in this application; Figure 10 This is a schematic diagram of an embodiment of the computer-readable storage medium provided in this application. Detailed Implementation

[0017] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It is understood that the specific embodiments described herein are only for explaining this application and not for limiting it. Furthermore, it should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings, not all structures. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0018] First, it's important to note that with the rapid development of vehicle intelligence and electrification, brake-by-wire systems have replaced traditional vacuum-assisted braking as a core safety component for autonomous driving. Brake-by-wire offers advantages such as fast response, high precision, and ease of integration, making it an essential foundation for Level 3 and above autonomous driving. The functional safety standard ISO 26262 explicitly requires that the braking system of autonomous vehicles must meet ASIL D and possess fail-safe capability, meaning that even if any single point of failure occurs, the system can still maintain sufficient braking performance to ensure safe deceleration or stopping of the vehicle. Current vehicle braking methods typically use solenoid valves for hydraulic control to brake the front and rear wheels. However, using hydraulic control for all four wheels, relying solely on a single hydraulic path for braking, results in low braking reliability.

[0019] Based on this, this application provides a vehicle braking method, an electronic device, and a computer-readable storage medium. For details, please refer to... Figure 1 , Figure 1 This is a schematic flowchart of an exemplary embodiment of a vehicle braking method shown in this application.

[0020] The executing entity of a vehicle braking method can be a terminal device, a server, or other processing device. The terminal device can be a computer, mobile device, terminal, computing device, in-vehicle device, etc. The executing entity of the vehicle braking method can also be a vehicle braking device. In some possible implementations, the vehicle braking method can be implemented by a processor calling computer-readable instructions stored in memory. The executing entity of the vehicle braking method can also be a big data cluster. A big data cluster is a computer system architecture formed by multiple computers connected through a network. The big data cluster can be deployed on a private cloud built with K8S (Kubernetes, a container orchestration engine).

[0021] Specifically, the vehicle braking method of this embodiment is applied to a vehicle braking system, which includes a solenoid valve module and an electromechanical braking module.

[0022] Vehicle braking methods include the following steps: Step S110: In response to receiving the pedal signal, perform signal processing on the pedal signal to obtain the front wheel braking command and the rear wheel braking command.

[0023] The pedal signal refers to the deceleration electrical signal that mimics the sensation of a foot pedal. Specifically, the vehicle's braking system receives the deceleration signal sensed by the control panel and uses it as the pedal signal. In one embodiment, the vehicle's control panel is equipped with a deceleration module. When the driver clicks the deceleration module, the control panel senses the click and generates a deceleration signal, which is then transmitted to the vehicle's braking system as a pedal signal. The vehicle's braking system receives the pedal signal. This eliminates the need for a foot-feel simulator and displacement sensor, directly receiving the drive-by-wire signal, making it more compatible with drive-by-wire chassis.

[0024] A front wheel braking command is a command to decelerate the front wheels of a vehicle. This command may include a target hydraulic pressure value. It may also include power from the front wheel motors.

[0025] A rear-wheel braking command is a command to decelerate the rear wheels of a vehicle. This command may include a target braking torque. It may also include power from the rear-wheel motors.

[0026] The vehicle braking system processes the pedal signal to obtain front wheel braking commands and rear wheel braking commands. Specifically, the vehicle braking system preprocesses the pedal signal to obtain a preprocessed pedal signal, and determines the corresponding front wheel braking command and rear wheel braking command from a preset wheel command mapping table based on the preprocessed pedal signal. The preset wheel command mapping table stores the correspondence between preset pedal signals and preset front wheel braking commands and preset rear wheel braking commands.

[0027] Preprocessing can include signal filtering, signal denoising, etc.

[0028] Step S120: Control the solenoid valve module to perform front wheel braking based on the front wheel braking command.

[0029] A solenoid valve module refers to a module that uses hydraulic braking. The solenoid valve module includes a pressure-building cylinder, a solenoid valve, and front wheel brake calipers. The pressure-building cylinder is connected to one end of the solenoid valve, and the other end of the solenoid valve is connected to the front wheel brake calipers.

[0030] The vehicle braking system controls the solenoid valve module to perform front wheel braking based on the front wheel braking command. Specifically, the vehicle braking system starts the motor to rotate. The motor rotates until it reaches the front wheel motor power specified in the front wheel braking command. During the rotation of the motor, it pushes the piston of the pressure-building cylinder to move forward. The pressure-building cylinder generates hydraulic pressure, which is transmitted to the front wheel brake calipers after passing through the channel where the solenoid valve is located. This pressure pushes the front wheel brake calipers to clamp, generating braking force on the front wheels. This braking force prevents the front wheels from rolling, thus achieving braking of the front wheels.

[0031] Step S130: Control the electromechanical braking module to perform rear wheel braking based on the rear wheel braking command.

[0032] An electromechanical braking module (EMB) refers to a module that uses mechanical braking. Also known as an EMB, it includes a motor, a motion conversion mechanism, and rear wheel brake calipers. The motor is connected to one end of the motion conversion mechanism, and the other end of the mechanism is connected to the rear wheel brake calipers.

[0033] The vehicle braking system controls the electromechanical braking module to perform rear wheel braking based on the rear wheel braking command. Specifically, the vehicle braking system activates the motor in the electromechanical braking module. The motor rotates until it reaches the rear wheel motor power specified in the rear wheel braking command. During the rotation of the motor, the motor pushes the rear wheel brake calipers to clamp through the motion transmission mechanism, generating braking force on the rear wheels. This braking force prevents the rear wheels from rolling, thus achieving braking of the rear wheels.

[0034] As can be seen, by responding to the received pedal signal and processing it, front wheel braking commands and rear wheel braking commands are obtained. The front wheel braking command controls the solenoid valve module to perform front wheel braking, and the rear wheel braking command controls the electromechanical braking module to perform rear wheel braking. Therefore, by using the solenoid valve module for front wheel braking and the electromechanical braking module for rear wheel braking, two separate braking methods are employed, improving the reliability of vehicle braking.

[0035] The steps of the vehicle braking device to process the pedal signal to obtain the front wheel braking command and the rear wheel braking command include: performing braking intention recognition processing on the pedal signal to obtain the target braking intention; determining the target braking torque and the target hydraulic pressure value based on the target braking intention; generating the rear wheel braking command based on the target braking torque; and generating the front wheel braking command based on the target hydraulic pressure value.

[0036] The vehicle braking system processes the pedal signal to identify the braking intent, thus obtaining the target braking intent. As an example, the vehicle braking system inputs the pedal signal into a preset intent recognition model to obtain the target braking intent. This preset intent recognition model is a pre-trained neural network model used to recognize intents. As another example, the vehicle braking system uses a digital-to-analog converter to convert the pedal signal from digital to analog, obtaining the travel value; the derivative of the travel value with time is determined as the travel change rate; if the travel change rate is less than a preset change threshold, the target braking intent is determined to be slow braking; if the travel change rate is greater than or equal to the preset change threshold, the target braking intent is determined to be emergency braking.

[0037] The vehicle braking system determines the target braking torque and target hydraulic pressure value based on the target braking intention. Responding to the target braking intention as emergency braking, the vehicle braking system determines a preset torque threshold as the target braking torque and a preset hydraulic pressure threshold as the target hydraulic pressure value. The preset torque threshold is the maximum permissible braking torque, and the preset hydraulic pressure threshold is the maximum permissible hydraulic pressure value. Responding to the target braking intention as gradual braking, the vehicle braking system determines the corresponding target braking force from a preset braking force curve based on the travel value; the product of the target braking force and a preset ratio is determined as the front wheel braking force, and the difference between the target braking force and the front wheel braking force is determined as the rear wheel braking force; the front wheel braking force is input into a preset hydraulic pressure value algorithm to obtain the target hydraulic pressure value; and the rear wheel braking force is input into a preset torque algorithm to obtain the target braking torque.

[0038] For example, the algorithm for preset hydraulic values ​​can be expressed as:

[0039] In the above formula, Characterizes the target hydraulic pressure value. Characterizing the front wheel braking force, Characterizing the tire's rolling radius, The piston area characterizes the pressure-building cylinder. The number of pistons in the pressure-building cylinder. The coefficient of friction characterizes the friction pads in the brake caliper and the brake disc on the wheel. The effective radius of braking force is the distance from the center of the wheel to the point where the resultant force of the friction pads of the brake caliper applies.

[0040] For example, the preset torque algorithm can be expressed as:

[0041] In the above formula, Characterizing the target braking torque, Characterizes the braking force of the rear wheels.

[0042] The vehicle braking system generates rear-wheel braking commands based on the target braking torque. Specifically, the vehicle braking system determines the rear-wheel braking command as applying the target braking torque.

[0043] The vehicle braking system generates front wheel braking commands based on a target hydraulic pressure value. Specifically, the vehicle braking system determines the front wheel braking command as applying the front wheel braking according to the target hydraulic pressure value.

[0044] The steps of the vehicle braking device processing the pedal signal to obtain the front wheel braking command and the rear wheel braking command include: determining the target braking branch from each initial braking branch in the vehicle braking system; and processing the pedal signal through the target braking branch to obtain the front wheel braking command and the rear wheel braking command.

[0045] As an example, the step of a vehicle braking device determining a target braking branch from each initial braking branch in the vehicle braking system includes: obtaining the current braking state of each initial braking branch in the vehicle braking system; and selecting the initial braking branch whose current braking state is in operation from each initial braking branch as the target braking branch.

[0046] The initial braking circuit includes at least the MCU, motor, H-bridge, and power supply.

[0047] The vehicle braking system detects whether the MCU or motor in each initial braking branch is in the running state. If so, the current braking state of the corresponding initial braking branch is determined to be the running state. If not, the system queries the log of each initial braking branch for fault information. If a fault exists in the corresponding initial braking branch, the current braking state of the initial braking branch is determined to be the fault state. If no fault exists in the corresponding initial braking branch, the current braking state of the corresponding initial braking branch is determined to be the dormant state. The vehicle braking system uses the initial braking branch that is currently in the running state as the target braking branch.

[0048] In one embodiment, each initial braking branch includes a main braking branch and an auxiliary braking branch. When the main braking branch is fault-free, it is controlled by the main MCU of the main braking branch, and the braking priority order is: F_reg (energy recovery) ≥ F_hyd (front wheel hydraulic) + Reg (electric braking) ≥ F_hyd (front wheel hydraulic) + Reg (electric braking) + Emb (rear axle mechanical braking). On normal high-friction surfaces: F_reg (energy recovery): deceleration range is 0~0.3g (two-wheel drive) / 0~0.4g (four-wheel drive); F_hyd (front wheel hydraulic) + Reg (electric braking): deceleration range is 0.3~0.9g; F_hyd (front wheel hydraulic) + Reg (electric braking) + Emb (rear axle mechanical braking): emergency braking deceleration ≥ 0.9g. On low-friction / slip surfaces: based on the slip ratio calculation results, if the slip ratio range is 3%~8%, exceeding the slip threshold, electric braking is restricted, and pressure relief braking is coordinated to intervene.

[0049] As another example, each initial braking branch includes a first braking branch and a second braking branch. The step of the vehicle braking device determining the target braking branch from each initial braking branch in the vehicle braking system includes: performing real-time detection processing on the first braking branch to obtain a detection result; in response to the detection result indicating that the first braking branch is in an operating state, determining the first braking branch as the target braking branch; in response to the detection result indicating that the first braking branch is in a fault state, isolating the first braking branch; activating the second braking branch and determining the second braking branch as the target braking branch.

[0050] The first braking branch is the main braking branch, and the second braking branch is the auxiliary braking branch. The first and second braking branches have identical structures. The first braking branch includes the main MCU, main H-bridge, and first winding, while the second braking branch includes the auxiliary MCU, auxiliary H-bridge, and second winding. The vehicle braking system preferentially uses the first braking branch; if the first braking branch fails, the second braking branch is activated.

[0051] In one embodiment, in the event of a failure of the main MCU in the main braking branch, control is provided by the auxiliary MCU, with the braking priority order as follows: F_hyd (front wheel hydraulic) ≥ F_hyd (front wheel hydraulic) + Emb (rear axle mechanical brake) ≥ F_hyd (front wheel hydraulic) + Reg (electric brake) + Emb (rear axle mechanical brake). On normal high-friction surfaces: F_hyd (front wheel hydraulic): 0~110 bar, deceleration range 0~0.6g; F_hyd (front wheel hydraulic) + Emb (rear axle mechanical brake): deceleration range 0.6~0.9g; F_hyd (front wheel hydraulic) + Reg (electric brake) + Emb (rear axle mechanical brake): deceleration ≥ 0.9g.

[0052] like Figure 2As shown, the dual-winding six-phase motor integrates two sets of spatially and electrically isolated three-phase windings. A1B1C1 is the first winding, and A2B2C2 is the second winding. Each winding can operate independently, driven by the H-bridge in the first braking branch and the H-bridge in the second braking branch, respectively. When one winding fails, the other can continue to drive the same rotor to output torque, ensuring power source redundancy. The dual-winding six-phase motor ensures that the torque or power when a single winding is operating is not less than 50% of that when both windings are operating.

[0053] This embodiment uses a dual-winding six-phase motor instead of two independent motors, reducing mechanical connection parts, installation space, and overall weight. The dual-winding six-phase motor also ensures that when one winding fails, the other winding can still drive the same rotor to output no less than 50% of the rated torque. Simultaneously, the complete backup control and drive paths in the first and second braking circuits ensure that control accuracy and response speed are not severely degraded due to switching. When the first braking circuit fails, the front wheel hydraulic braking capacity will not drastically drop to a "limp" level, but will remain at a high level of 110 bar, thus providing crucial protection for the vehicle to still achieve emergency braking or high-speed following after a failure.

[0054] The first braking circuit is the braking circuit currently in operation. The vehicle's braking system monitors the fault status of each structure in the first braking circuit in real time. If any structure in the first braking circuit malfunctions, the detection result is determined to be a fault in the first braking circuit. If no structure in the first braking circuit malfunctions, the detection result is determined to be normal. Faults in the first braking circuit can include power failure, MCU crash, H-bridge damage, and open circuit in the windings.

[0055] In one embodiment, if the detection result is that the first braking branch is normal, it indicates that the first braking branch is in operation, and the vehicle braking device identifies the first braking branch as the target braking branch; if the detection result is that the first braking branch is faulty, it indicates that the first braking branch is in a faulty state, and the vehicle braking device isolates the first braking branch; the second braking branch is activated, and the second braking branch is identified as the target braking branch.

[0056] The vehicle braking system isolates the first braking circuit. Specifically, the vehicle braking system blocks the main H-bridge of the first braking circuit, isolating the fault path.

[0057] The vehicle braking system activates the second braking branch by: activating the auxiliary MCU output authority of the second braking branch and driving the second winding to work through the auxiliary H-bridge.

[0058] The vehicle braking system processes the pedal signal through the target braking branch to obtain front wheel braking commands and rear wheel braking commands. Specifically, the vehicle braking system uses the target MCU (Motor Control Unit) in the target braking branch to process the pedal signal to identify the braking intent and obtain the target braking intent; based on the target braking intent, it determines the target braking torque and the target hydraulic pressure value; based on the target braking torque, it generates the rear wheel braking command; and based on the target hydraulic pressure value, it generates the front wheel braking command.

[0059] In one embodiment, when the first braking branch is in operation, the main MCU in the first braking branch is not only the main controller for the front wheel hydraulic system, but also integrates the collaborative control logic of the rear wheel EPB (Electronic Parking Brake) and EMB, realizing unified optimized management of front and rear braking forces. The auxiliary MCU of the second braking branch acts as a "hot backup," synchronizing all input signals and internal states in real time, but its output is disabled. Therefore, by setting identical first and second braking branches, it is beneficial to switch quickly and without state loss.

[0060] like Figure 3 As shown, the vehicle braking system performs real-time monitoring of the first braking circuit. If all structures in the first braking circuit are normal, the main MCU can determine the target hydraulic pressure and target braking torque after receiving the pedal signal; the main H-bridge drive windings A1B1C1 and the solenoid valve module handle front wheel braking, while the electromechanical braking module handles rear wheel braking. The main MCU performs energy recovery to ultimately achieve a safe stop or complete braking of the vehicle. If the vehicle braking system detects a fault in the first braking circuit, it executes a failover action, isolating the first braking circuit and activating the second braking circuit. The auxiliary MCU determines the target hydraulic pressure and target braking torque based on the pedal signal, and the drive windings A2B2C2 provide a hydraulic pressure of ≥110 bar. The auxiliary MCU coordinates with the rear wheels to provide maximum clamping force. The auxiliary MCU requests maximum energy recovery from the drive motor to ensure that the vehicle deceleration is ≥5g, ultimately achieving a safe stop or complete braking of the vehicle.

[0061] The solenoid valve module includes a pressure-building cylinder, a solenoid valve, and a front wheel brake caliper. The pressure-building cylinder is connected to one end of the solenoid valve, and the other end of the solenoid valve is connected to the front wheel brake caliper. The steps of controlling the solenoid valve module to perform front wheel braking based on the front wheel braking command include: adjusting the current hydraulic value of the pressure-building cylinder based on the target hydraulic value in the front wheel braking command; controlling the solenoid valve to adjust its valve in response to detecting that the current hydraulic value of the pressure-building cylinder is in the adjustment state; and controlling the front wheel brake caliper to brake the front wheels of the vehicle in response to detecting that the valve of the solenoid valve is in the adjustment state.

[0062] like Figure 4 As shown, one structure of the solenoid valve module includes a brake fluid reservoir 1, a brushless motor 2, a solenoid valve module, and a pressure sensor 5. The solenoid valve module includes a piston 3, a pressure-building cylinder 4, a first solenoid valve 6, a second solenoid valve 7, and front wheel brake calipers. The front wheel brake calipers include a left front caliper 8 and a right front caliper 9. The brake fluid reservoir 1 is connected to the pressure-building cylinder 4, the normally closed valve (NC) of the first solenoid valve 6, and the normally closed valve of the second solenoid valve 7. The brushless motor 2 is connected to the pressure-building cylinder 4 via the piston 3. The pressure-building cylinder 4 is also connected to the pressure sensor 5, the normally open valve (NO) of the first solenoid valve 6, and the normally open valve of the second solenoid valve 7. The first solenoid valve 6 is connected to the left front caliper 8, and the second solenoid valve 7 is connected to the right front caliper 9.

[0063] Brake fluid reservoir 1 is a container used to store brake fluid.

[0064] In one embodiment, the vehicle braking device sends an electric command to the brushless motor 2 via the MCU of the target braking branch. After the brushless motor 2 starts rotating, it pushes the piston 3 in the pressure-building cylinder 4 to move forward, compressing the brake fluid in the pressure-building cylinder 4, causing the pressure-building cylinder 4 to generate pressure, i.e., hydraulic pressure, until the hydraulic pressure in the pressure-building cylinder 4 reaches the target hydraulic pressure value, at which point the piston 3 stops moving. The hydraulic pressure generated by the pressure-building cylinder 4 passes through the first solenoid valve 6 to the left front caliper 8, pushing the left front caliper 8 to clamp, thus braking the left front wheel of the vehicle. The hydraulic pressure generated by the pressure-building cylinder 4 passes through the second solenoid valve 7 to the right front caliper 9, pushing the right front caliper 9 to clamp, thus braking the right front wheel of the vehicle.

[0065] It should be noted that the normally open valve is usually in the open state, and the normally closed valve is usually in the closed state. When the vehicle braking system responds to the target braking intention of slow braking, the normally open valve remains open, and the normally closed valve remains closed. The hydraulic pressure of the pressure-building cylinder 4 can be transmitted to the front wheel brake calipers through the channel of the normally open valve. When the vehicle braking system responds to the target braking intention of emergency braking, the hydraulic pressure of the pressure-building cylinder 4 can be transmitted to the front wheel brake calipers through the channel of the normally open valve. The normally closed valve opens and closes at a preset frequency to gradually release the hydraulic pressure.

[0066] like Figure 5As shown, another structure of the solenoid valve module includes a brake fluid reservoir 1, a brushless motor 2, a solenoid valve module, and a pressure sensor 5. The solenoid valve module includes a piston 3, a pressure-building cylinder 4, a first solenoid valve 6, a second solenoid valve 7, a third solenoid valve 10, a fourth solenoid valve 11, and front wheel brake calipers. The front wheel brake calipers include a left front caliper 8 and a right front caliper 9. The brake fluid reservoir 1 is connected to the pressure-building cylinder 4, the normally closed valve (NC) of the first solenoid valve 6, and the normally closed valve of the second solenoid valve 7. The brushless motor 2 is connected to the pressure-building cylinder 4 via the piston 3. The pressure-building cylinder 4 is also connected to the pressure sensor 5, the third solenoid valve 10, and the fourth solenoid valve 11. The third solenoid valve 10 is connected to the normally open valve of the first solenoid valve 6, and the fourth solenoid valve 11 is connected to the normally open valve of the second solenoid valve 7. The first solenoid valve 6 is connected to the left front caliper 8, and the second solenoid valve 7 is connected to the right front caliper 9.

[0067] The third solenoid valve 10 and the fourth solenoid valve 11 can be closed for extended periods. In response to a hydraulic pressure leak in the left front wheel, the vehicle's braking system closes the third solenoid valve 10; in response to a hydraulic pressure leak in the right front wheel, it closes the fourth solenoid valve 11. This ensures that when a hydraulic pressure leak occurs in a single front wheel, the solenoid valves shut off, maintaining braking force on the other front wheel.

[0068] The electromechanical braking module includes a motor, a motion conversion mechanism, and rear wheel brake calipers. The motor is connected to one end of the motion conversion mechanism, and the other end of the motion conversion mechanism is connected to the rear wheel brake calipers. The rear wheel brake calipers include a left rear wheel caliper and a right rear wheel caliper, and the motion conversion mechanism connects to the left rear wheel caliper and the right rear wheel caliper respectively.

[0069] The steps of the vehicle braking device controlling the electromechanical braking module to perform rear wheel braking based on the rear wheel braking command include: driving the motor based on the target braking torque in the rear wheel braking command; and controlling the motion conversion mechanism to clamp the rear wheel brake calipers in response to detecting that the motor is in a driving state, thereby realizing the braking of the vehicle's rear wheels.

[0070] In one embodiment, after the vehicle braking device starts the motor in the target braking branch, the motor speed is gradually increased. After the motor starts, it pushes the motion conversion mechanism, which pushes the rear wheel brake caliper to clamp. The rear wheel brake caliper rubs against the brake disc on the rear wheel to generate braking force until the braking torque of the rear wheel brake caliper on the rear wheel reaches the target braking torque, while keeping the current speed of the motor unchanged.

[0071] As can be seen, the front wheels use hydraulic precision control, with pressure precisely adjusted via solenoid valves to achieve comfortable and precise braking. The rear wheels use independent EMB control, forming a cross-system safety backup.

[0072] Combination Figure 6As shown, the vehicle braking system includes a first braking branch and a second braking branch. The first and second braking branches are connected to one end of a dual-winding six-phase motor. The other end of the dual-winding six-phase motor is connected to one end of a pressure-building cylinder. The other end of the pressure-building cylinder is connected to two solenoid valves. The two solenoid valves are connected to the front wheel brake calipers through an active safety module to achieve front wheel braking. The active safety module can be ABS (Anti-lock Braking System), TCS (Traction Control System), or VDC (Vehicle Dynamics Control). The active safety module includes a boost valve and a pressure-building valve. The first braking branch includes an ASIC (Application-Specific Integrated Circuit), a PMIC (Power Management Integrated Circuit), a Master MCU (Master Microcontroller Unit), a PMSM Driver (Permanent Magnet Synchronous Motor Driver), and a Bridge circuit connected sequentially. The second braking branch includes an ASIC PMIC, a Slave MCU (Slave Microcontroller Unit), a PMSM Driver, and a Bridge connected in sequence. The Master MCU and Slave MCU are connected to the rear wheel brake calipers to achieve rear wheel braking. The first and second braking branches are connected to an epedal (pedal-by-wire), power supply, WSS (Wheel Speed ​​Sensor), IMU (Inertial Measurement Unit), and SAS (Steering Angle Sensor).

[0073] As can be seen, this embodiment uses dual power supplies, dual MCUs, dual H-bridges, and dual windings, which are completely physically isolated. This allows the other braking circuit to take over the braking operation when one braking circuit fails.

[0074] After the step of controlling the electromechanical braking module to perform rear wheel braking processing based on the rear wheel braking command, the method further includes: generating an energy recovery command in response to detecting that the front wheels and rear wheels of the vehicle are in a deceleration state; sending the energy recovery command to the target braking branch; and performing energy recovery processing through the target braking branch to eliminate braking fluctuations.

[0075] In one embodiment, the vehicle braking device, in response to detecting that the front and rear wheels of the vehicle are in a deceleration state or detecting a clamping signal, sends an energy recovery command to the MCU of the target braking branch, and the MCU executes a preset energy recovery operation.

[0076] like Figure 7 As shown, at time t0: a fault occurs, and the vehicle braking system detects a fault event in the first braking circuit. At time t0+2ms: the auxiliary MCU of the second braking circuit detects the fault, sets the fault flag, and the vehicle braking system sends a blocking command to the first braking circuit and an activation command to the second braking circuit. At time t0+5ms: the first braking circuit blocks all IGBTs (Insulated Gate Bipolar Transistors) of the main H-bridge, isolating the fault path; the second braking circuit activates the auxiliary MCU's control output authority. At time t0+10ms: the auxiliary H-bridge drives the second winding to work, and the master cylinder quickly builds up pressure ≥110 bar. The auxiliary MCU outputs control commands to rebuild braking force. At time t0+15ms: the auxiliary MCU takes full control, receives the pedal signal, and generates front wheel braking commands and rear wheel braking commands based on the pedal signal. The auxiliary MCU determines the hydraulic braking force of the front wheels and the EMB clamping force of the rear wheels, and simultaneously, the drive motor recovers energy for braking force. At time t0+20ms: the vehicle enters a stable failure-operable mode, with the vehicle's braking force ≥75% and deceleration ≥1g.

[0077] The vehicle braking device also includes: when the main braking branch is in operation, the main MCU of the main braking branch and the auxiliary MCU of the main braking branch synchronously collect power supply, drive, winding and hydraulic signals.

[0078] As can be seen, by synchronously acquiring power, drive, winding, and hydraulic signals through dual channels, faults can be detected and isolated in a very short time, activating the output authority of the second braking branch and ensuring basic braking capability. The vehicle braking system precisely adjusts the hydraulic pressure through the front wheel solenoid valve, prioritizing the output of front wheel hydraulic braking to ensure the main braking force; it supplements the braking force by synchronously clamping the rear wheel EMB; and finally, it recovers kinetic energy, with energy recovery dynamically adjusted according to braking force demand to reduce braking fluctuations. The vehicle braking system completes the coordinated output of the three forces within 15ms, without impact or delay, greatly improving the reliability of vehicle braking.

[0079] Figure 8 This is a block diagram illustrating a vehicle braking device as shown in an exemplary embodiment of this application. Figure 8 As shown, the exemplary vehicle braking device 800 includes: a signal processing module 810, a front wheel braking module 820, and a rear wheel braking module 830. Specifically: The signal processing module 810 is used to process the received pedal signal to obtain the front wheel braking command and the rear wheel braking command.

[0080] The front wheel braking module 820 is used to control the solenoid valve module to perform front wheel braking based on the front wheel braking command.

[0081] The rear wheel braking module 830 is used to control the electromechanical braking module to perform rear wheel braking based on the rear wheel braking command.

[0082] In this exemplary vehicle braking device, in response to receiving a pedal signal, the pedal signal is processed to obtain front wheel braking commands and rear wheel braking commands. Based on the front wheel braking command, the solenoid valve module is controlled to perform front wheel braking; based on the rear wheel braking command, the electromechanical braking module is controlled to perform rear wheel braking. Thus, by using the solenoid valve module for front wheel braking and the electromechanical braking module for rear wheel braking, two separate braking methods are employed, improving the reliability of vehicle braking.

[0083] The functions of each module can be found in the vehicle braking method implementation examples, and will not be repeated here.

[0084] To implement the vehicle braking method of the above embodiments, this application proposes another electronic device, please refer to [link / reference needed]. Figure 9 , Figure 9 This is a schematic diagram of the structure of an embodiment of the electronic device provided in this application.

[0085] Electronic device 900 includes memory 901 and processor 902, wherein memory 901 and processor 902 are coupled together.

[0086] The memory 901 is used to store program data, and the processor 902 is used to execute the program data to implement the vehicle braking method of the above embodiment.

[0087] In this embodiment, processor 902 can also be referred to as CPU (Central Processing Unit). Processor 902 may be an integrated circuit chip with signal processing capabilities. Processor 902 can also be a general-purpose processor, digital signal processor, application-specific integrated circuit, field-programmable gate array or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component. The general-purpose processor can be a microprocessor, or processor 902 can be any conventional processor.

[0088] This application also provides a computer-readable storage medium, such as Figure 10As shown, the computer-readable storage medium 1000 is used to store program data 1001, which, when executed by a processor, is used to implement the vehicle braking method as described in the method embodiments of this application.

[0089] The methods involved in the vehicle braking method embodiments of this application, when implemented as software functional units and sold or used as independent products, can be stored in a device, such as 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.) or processor 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.

[0090] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

[0091] It should be noted that the terms "first," "second," etc., in the specification, claims, 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 in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that includes 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 apparatus. The term "and / or" is merely a description of the association of related objects, indicating that three relationships can exist; for example, A and / or B can represent: A alone, A and B simultaneously, and B alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects are in an "or" relationship. Furthermore, "many" in this document means two or more. In addition, the term "at least one" in this document means any combination of at least two of any one or more of a plurality of elements, such as including at least one of A, B, and C, and may mean including any one or more elements selected from the set consisting of A, B, and C.

Claims

1. A vehicle braking method, characterized in that, The vehicle braking method is applied to a vehicle braking system, the vehicle braking system including a solenoid valve module and an electromechanical braking module, and the method includes: In response to receiving a pedal signal, the pedal signal is processed to obtain a front wheel braking command and a rear wheel braking command; The solenoid valve module is controlled to perform front wheel braking based on the front wheel braking command; The electromechanical braking module is controlled to perform rear wheel braking based on the rear wheel braking command.

2. The method according to claim 1, characterized in that, The step of processing the pedal signal to obtain the front wheel braking command and the rear wheel braking command includes: The pedal signal is processed to identify the braking intent, thereby obtaining the target braking intent; The target braking torque and target hydraulic pressure value are determined based on the target braking intention; The rear wheel braking command is generated based on the target braking torque; The front wheel braking command is generated based on the target hydraulic value.

3. The method according to claim 1, characterized in that, The step of processing the pedal signal to obtain the front wheel braking command and the rear wheel braking command includes: Determine the target braking branch from each initial braking branch in the vehicle braking system; The pedal signal is processed by the target braking branch to obtain the front wheel braking command and the rear wheel braking command.

4. The method according to claim 3, characterized in that, The step of determining the target braking branch from each initial braking branch in the vehicle braking system includes: Obtain the current braking state of each initial braking branch in the vehicle braking system; The target braking branch is selected from the initial braking branches whose current braking state is running.

5. The method according to claim 3, characterized in that, Each initial braking branch includes a first braking branch and a second braking branch. The step of determining the target braking branch from each initial braking branch in the vehicle braking system includes: The first braking branch is subjected to real-time detection and processing to obtain the detection results; In response to the detection result indicating that the first braking branch is in operation, the first braking branch is identified as the target braking branch; In response to the detection result indicating that the first braking branch is in a fault state, the first braking branch is isolated. The second braking branch is activated, and the second braking branch is identified as the target braking branch.

6. The method according to claim 1, characterized in that, The solenoid valve module includes a pressure-building cylinder, a solenoid valve, and a front wheel brake caliper. The pressure-building cylinder is connected to one end of the solenoid valve, and the other end of the solenoid valve is connected to the front wheel brake caliper. The step of controlling the solenoid valve module to perform front wheel braking based on the front wheel braking command includes: The current hydraulic value of the pressure-building cylinder is adjusted based on the target hydraulic value in the front wheel braking command. In response to detecting that the current hydraulic value of the pressure-building cylinder is in an adjustment state, the valve of the solenoid valve is controlled to perform adjustment processing; In response to detecting that the solenoid valve is in an adjustment state, the front wheel brake caliper is controlled to brake the front wheels of the vehicle.

7. The method according to claim 1, characterized in that, The electromechanical braking module includes a motor, a motion conversion mechanism, and a rear wheel brake caliper. The motor is connected to one end of the motion conversion mechanism, and the other end of the motion conversion mechanism is connected to the rear wheel brake caliper. The step of controlling the electromechanical braking module to perform rear wheel braking based on the rear wheel braking command includes: The motor is driven based on the target braking torque in the rear wheel braking command; In response to detecting that the motor is in a driving state, the motion conversion mechanism is controlled to clamp the rear wheel brake caliper to achieve braking of the rear wheels of the vehicle.

8. The method according to claim 1, characterized in that, The vehicle braking system includes a target braking branch. After the step of controlling the electromechanical braking module to perform rear wheel braking based on the rear wheel braking command, the method further includes: In response to detecting that the front wheels and rear wheels of the vehicle are in a deceleration state, an energy recovery command is generated; Send the energy recovery command to the target braking branch; Energy recovery is performed through the target braking branch to eliminate braking fluctuations.

9. An electronic device, characterized in that, include: A memory and a processor, wherein the memory stores program instructions, and the processor retrieves the program instructions from the memory to perform the method as claimed in any one of claims 1-8.

10. A computer-readable storage medium, characterized in that, include: The system stores program data, which, when executed by a processor, is used to implement the method as described in any one of claims 1-8.

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