A brake failure collision avoidance control method and device based on multi-system cooperation

Abstract

The application discloses a kind of brake failure collision avoidance control method and device based on multi-system cooperation, the present application accurately determines vehicle brake complete failure fault by real-time monitoring brake force output, controller communication and power supply loop state;Subsequently, the steering redundant architecture, the limit stability control mode of full active suspension and the three-motor distributed drive cooperative control mode are activated synchronously, the steering parameters are reconstructed, the vehicle body posture is stabilized, and the motor electromagnetic damping is used to achieve auxiliary deceleration;At the same time, the optimal collision avoidance trajectory is planned by combining environmental perception information, and the collision avoidance and smooth parking are completed by multi-system linkage closed-loop control. The present application can also adapt to the operation of the driver's manual takeover. The present application solves the problem that the vehicle cannot decelerate, the attitude is out of control and the collision is easy to occur after the vehicle brake completely fails, and greatly improves the driving safety of the vehicle under extreme failure.

Description

Technical Field

[0001] This invention relates to the field of vehicle brake failure collaborative collision avoidance control technology, and in particular to a brake failure collision avoidance control method and device based on multi-system collaboration. Background Technology

[0002] As a core support for intelligent vehicles, steer-by-wire technology is widely used in advanced autonomous driving and new energy vehicles. This technology utilizes the coordinated operation of steer-by-wire, distributed drive, and fully active suspension to construct a vehicle motion control system. Specifically, this system covers the entire process from steering execution and drive distribution to attitude control, including key components such as front-wheel steer-by-wire, rear-wheel integrated steering, three-motor distributed drive, and fully active suspension, aiming to improve vehicle handling stability and comfort under normal operating conditions.

[0003] However, existing multi-system collaborative control methods rely directly on the complete normal function of the braking system to carry out trajectory correction and vehicle speed control. They do not design collaborative collision avoidance strategies for extreme conditions where the entire braking system circuit fails completely. This may result in the vehicle being unable to decelerate effectively when coasting at high speeds, or causing rollovers, fishtailing and loss of control due to the steering, suspension and drive systems failing to form a combined avoidance force, thus seriously affecting driving safety in extreme failure scenarios. Summary of the Invention

[0004] The present invention aims to at least partially solve one of the technical problems in the related art.

[0005] The main objective of this invention is to provide a braking failure collision avoidance control method based on multi-system cooperation.

[0006] Another objective of this invention is to propose a braking failure collision avoidance control device based on multi-system coordination.

[0007] To achieve the above objectives, a first aspect of the present invention proposes a braking failure collision avoidance control method based on multi-system cooperation, comprising: S1 monitors the braking force output status, controller communication status, and power supply circuit status of the braking system in real time. When the quantitative conditions of complete loss of braking force, interruption of controller communication, and power supply circuit failure are met simultaneously and continue for a preset duration, the braking system is determined to be completely failed. S2, in response to the determination of complete brake failure, simultaneously activates the fault switching and steering parameter reconstruction of the steering redundancy architecture, removes the conventional steering angle limit and shortens the steering response delay, and activates the extreme attitude stability control mode of the fully active suspension, dynamically distributing the vertical load of each wheel to suppress body roll and yaw. S3 activates the collaborative control mode of the three-motor distributed drive, enabling each drive motor to independently output torque to assist in steering balance and vehicle attitude stability, and simultaneously switches to the energy regeneration working state, using the motor's electromagnetic damping to achieve assisted deceleration; S4 autonomously plans the collision avoidance trajectory based on environmental perception information, and performs steering actions in real time based on the collision avoidance trajectory, the fully active suspension dynamically adjusts the body posture, and the three-motor distributed drive synchronously adjusts the torque distribution and regenerative deceleration output until the collision avoidance is completed and the vehicle comes to a smooth stop.

[0008] Optionally, the real-time monitoring of the braking force output status, controller communication status, and power supply circuit status of the braking system determines that the braking system has completely failed when the quantified conditions of complete loss of braking force, interruption of controller communication, and power supply circuit failure are simultaneously met for a preset duration, including: The target command braking force and the actual output braking force of the four-wheel drive brake actuator are acquired in real time. When the deviation between the target command braking force and the actual output braking force is greater than 98%, it is determined that the condition of complete lack of braking force is met. The communication signals between the main controller and the slave controller of the braking system are monitored in real time. When the packet loss rate of the communication signals is 100%, the controller communication interruption condition is determined to be met. The voltage status of the main power supply circuit and the auxiliary power supply circuit of the braking system is monitored in real time. When the main power supply circuit and the auxiliary power supply circuit are completely de-energized at the same time, it is determined that the power supply circuit de-energization condition is met. When the conditions of complete loss of braking force, interruption of controller communication, and power outage of power supply circuit are met simultaneously and the duration of the continuous fault reaches 150ms to 200ms, the braking system is determined to be completely failed.

[0009] Optionally, in response to the determination of complete brake failure, the simultaneous activation of the fault switching and steering parameter reconstruction of the steering redundancy architecture, removing the conventional steering angle limitation and shortening the steering response delay, includes: In response to the determination of complete brake failure, the steering redundancy scheduling module monitors the operating status of the front wheel steer-by-wire module, the rear wheel integrated steering module, and the distributed four-wheel independent steering module in real time. When a fault is detected in the rear wheel integrated steering module, the fault identification is completed within 100ms and the system seamlessly switches to the collaborative working mode of the front wheel steer-by-wire module and the distributed four-wheel independent steering module. At the same time, the conventional steering angle limitation of the front wheels is removed to ±10° to ±12° and the conventional steering angle limitation of the rear wheels is removed to ±5° to ±6°, shortening the steering control cycle to less than 1ms and compressing the overall steering response delay to less than 50ms.

[0010] Optionally, activating the extreme attitude stability control mode of the fully active suspension, dynamically distributing the vertical load of each wheel to suppress body roll and yaw, includes: Based on the vehicle's real-time steering direction and body yaw status, the vertical load of the outer wheel suspension is dynamically increased while the vertical load of the inner wheel suspension is simultaneously decreased. The system dynamically adjusts the damping coefficient and stiffness of each wheel suspension in real time, outputs a counter-balance damping torque, strictly controls the overall body roll angle within 2.5°, and quickly attenuates body yaw and pitch vibrations; it also performs real-time closed-loop matching with steering angle and three-motor output torque throughout the entire process, and fine-tunes suspension output parameters in real time.

[0011] Optionally, the activation of the three-motor distributed drive cooperative control mode, which enables each drive motor to independently output torque to assist in steering balance and vehicle posture stability, and synchronously switches to energy regeneration working state, utilizes motor electromagnetic damping to achieve assisted deceleration, includes: During emergency collision avoidance, the outer rear drive motor is controlled to output positive balance assist torque to enhance the vehicle's steering follow-through, the inner rear drive motor is controlled to output reverse regenerative braking torque to assist the vehicle in deceleration, and the front axle motor is controlled to output real-time balance torque to stabilize the vehicle's body posture. After the brake failure is determined, the brake pedal signal and the brake-by-wire system are disconnected, and the three drive motors synchronously and autonomously switch to the generator operation state. The electromagnetic damping of the motors is superimposed to achieve smooth auxiliary deceleration, and the vehicle's inertial kinetic energy is converted into electrical energy to supply all the vehicle's electronic control components.

[0012] Optionally, the activated cooperative control mode of the three-motor distributed drive further includes: When any one of the three drive motors fails or has abnormal torque output, the remaining two normal drive motors will complete the torque reconstruction in real time, dynamically allocate and adjust the output torque of each motor, and maintain a driving and regenerative deceleration efficiency of no less than 85%.

[0013] Optionally, the autonomous collision avoidance trajectory planning based on environmental perception information includes: By integrating obstacle positions, relative vehicle speeds, road surface adhesion coefficients, and real-time vehicle speeds identified by the environmental perception module, the system autonomously plans the optimal collision avoidance trajectory without braking constraints. It prioritizes compliant right-side lane changes to bypass obstacles, and executes emergency left-side lane changes when there is no space for right-side collision avoidance. It also constrains the trajectory curvature in real time to prevent sudden trajectory changes from causing loss of vehicle control.

[0014] Optionally, the real-time linkage control of the steering redundancy architecture based on the collision avoidance trajectory to execute steering actions, the fully active suspension to dynamically adjust the vehicle posture, and the three-motor distributed drive to synchronously adjust torque distribution and regenerative deceleration output until collision avoidance is completed and the vehicle comes to a smooth stop includes: The central full-domain integrated control module issues unified instructions to simultaneously complete the switching of steering redundancy mode, steering parameter reconstruction, suspension limit stability control mode activation, three-motor torque distribution and energy regeneration mode activation, and the original output of the vehicle's driving power cut-off. The redundant architecture of steer-by-wire follows the planned trajectory to complete the steering action; the fully active suspension dynamically stabilizes the body posture in real time; the three-motor distributed drive synchronously completes auxiliary deceleration and posture balance; the four systems interact in real time and dynamically close-loop fine-tuning to complete the collision avoidance action throughout the process. Once the vehicle successfully avoids the obstacle and the risk of collision is completely eliminated, the regenerative torque of the three motors is gradually and smoothly recovered, the wheel steering angle is smoothly corrected, the fully active suspension simultaneously exits the extreme stability control mode and restores normal driving parameters, and the vehicle relies on inertia to smoothly glide to a safe area at the edge of the road and slowly stop.

[0015] Optional features include: monitoring the driver's manual steering wheel operation throughout the process, and automatically reducing the level of autonomous intervention when the driver actively takes over, prioritizing the driver's operating intentions.

[0016] To achieve the above objectives, a second aspect of the present invention provides a braking failure collision avoidance control device based on multi-system cooperation, comprising: The first module is used to monitor the braking force output status, controller communication status and power supply circuit status of the braking system in real time. When the quantitative conditions of complete loss of braking force, interruption of controller communication and power supply circuit failure are met simultaneously and continue for a preset duration, the braking system is determined to be completely failed. The second module is used to respond to the determination of complete brake failure, simultaneously activate the fault switching and steering parameter reconstruction of the steering redundancy architecture, remove the conventional steering angle limit and shorten the steering response delay, and activate the extreme attitude stability control mode of the fully active suspension to dynamically distribute the vertical load of each wheel to suppress body roll and yaw. The third module is used to activate the cooperative control mode of the three-motor distributed drive, so that each drive motor can independently output torque to assist steering balance and vehicle attitude stability, and simultaneously switch to the energy regeneration working state, using the electromagnetic damping of the motor to achieve auxiliary deceleration. The fourth module is used to autonomously plan the collision avoidance trajectory based on environmental perception information, and to perform steering actions in real time based on the collision avoidance trajectory, the fully active suspension dynamically adjusts the vehicle body posture, and the three-motor distributed drive synchronously adjusts the torque distribution and regenerative deceleration output until the collision avoidance is completed and the vehicle comes to a smooth stop.

[0017] To achieve the above objectives, a third aspect of this application provides an electronic device, including a processor and a memory; wherein the processor runs a program corresponding to the executable program code stored in the memory to implement the method described in the first aspect.

[0018] To achieve the above objectives, a fourth aspect of this application provides a non-transitory computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the method described in the first aspect.

[0019] The embodiments of the present invention have the following beneficial effects: under extreme conditions where the online control system completely fails, autonomous collision avoidance, rollover prevention, and smooth deceleration can be achieved through the coordinated operation of multiple systems including steering, suspension, and drive, significantly improving vehicle driving safety. Attached Figure Description

[0020] The above-described and additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, in which: Figure 1 A flowchart of a braking failure avoidance control method based on multi-system cooperation is provided for an embodiment of the present invention. Detailed Implementation

[0021] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0022] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0023] The following description, with reference to the accompanying drawings, describes a braking failure avoidance control method and apparatus based on multi-system cooperation according to an embodiment of the present invention.

[0024] Example 1 Figure 1 This is a flowchart of a braking failure collision avoidance control method based on multi-system cooperation according to an embodiment of the present invention.

[0025] like Figure 1 As shown, the braking failure avoidance collision control method based on multi-system cooperation includes the following steps: S1 monitors the braking force output status, controller communication status, and power supply circuit status of the braking system in real time. When the quantitative conditions of complete loss of braking force, interruption of controller communication, and power supply circuit failure are met simultaneously for a preset duration, the braking system is determined to be completely failed.

[0026] In the collision avoidance control method for brake failure, the first step is to establish a mechanism for real-time, multi-dimensional monitoring of the braking system's operating status. The core of this mechanism lies in the continuous acquisition and quantitative analysis of key functional parameters of the braking system. Specifically, this method comprehensively assesses the overall health of the braking system by monitoring whether the braking actuator can respond to control commands and generate the expected braking force, whether the communication link between the braking system controllers remains unobstructed, and whether the power supply circuit to the braking system is in a normal power supply state. When abnormalities are detected in all three dimensions—namely, complete loss of braking force output, complete interruption of controller communication, and complete power outage of the power supply circuit—and these abnormal states coexist and persist for a preset duration threshold, the braking system can be determined to have completely failed. This judgment logic, by introducing a multi-parameter joint verification and duration confirmation mechanism, can effectively distinguish between transient interference and genuine faults, avoiding misjudgments.

[0027] For example, as one implementation method, the determination of complete braking failure can be precisely triggered by simultaneously detecting whether the deviation between the target command braking force and the actual output braking force of the four-wheel drive brake actuator is greater than 98%, whether the packet loss rate of the communication signal between the master and slave controllers of the braking system reaches 100%, and whether the master and auxiliary dual power supply circuits are completely de-energized at the same time. After the above conditions are met simultaneously and last for 150ms to 200ms, the determination of complete braking failure can be precisely triggered.

[0028] This technical step significantly improves the accuracy and reliability of identifying complete failure conditions of the braking system by constructing multi-dimensional, quantitative, and time-sensitive fault judgment criteria. It avoids false system triggering caused by a single signal false alarm or instantaneous interference, providing a solid prerequisite for the accurate and timely intervention of subsequent emergency collision avoidance control strategies. This ensures the rigor of the vehicle's safety response logic under extreme fault conditions.

[0029] S2, in response to the determination of complete brake failure, simultaneously activates the fault switching and steering parameter reconstruction of the steering redundancy architecture, removes the conventional steering angle limit and shortens the steering response delay, and activates the extreme attitude stability control mode of the fully active suspension, dynamically distributing the vertical load of each wheel to suppress body roll and yaw.

[0030] In response to the determination of complete braking system failure, the fault switching and steering parameter reconstruction of the steering redundancy architecture are activated simultaneously, along with the extreme attitude stability control mode of the fully active suspension. The activation of the steering redundancy architecture includes: automatically switching to another available steering subsystem when a fault is detected in the currently operating steering subsystem to maintain the continuity of steering function; and reconstructing the steering control parameters, specifically removing the limitation on steering wheel angle under normal driving conditions to increase the available steering wheel angle range and shorten the steering control response delay, thereby improving the steering system's response speed and steering capability under emergency collision avoidance conditions. The activation of the extreme attitude stability control mode of the fully active suspension includes: dynamically adjusting the vertical load of each wheel according to the current driving state and steering requirements of the vehicle; specifically, increasing the vertical load of the outer wheel to improve its ground adhesion, and simultaneously reducing the vertical load of the inner wheel to assist in the smooth execution of steering actions; at the same time, adjusting the damping and stiffness parameters of the suspension in real time to output a counterbalance torque, thereby suppressing the roll and yaw motion of the vehicle body during emergency collision avoidance and maintaining the stability of the vehicle body attitude.

[0031] As one implementation method, after the brake failure determination is triggered, the limit angle of the front wheel steer-by-wire can be released to the range of ±10° to ±12°, and the steering control cycle can be shortened to less than 1ms, and the overall steering response delay can be compressed to less than 50ms. At the same time, the fully active suspension can dynamically adjust the vertical load of each wheel, strictly control the overall body roll angle to within 2.5°, and quickly attenuate the body yaw and pitch vibrations.

[0032] This technical step, by simultaneously activating the fault switching and parameter reconstruction of the steering redundancy architecture and the extreme attitude stability control of the fully active suspension, achieves a significant improvement in the steering system response speed and steering ability under extreme conditions where braking is completely ineffective. At the same time, it effectively suppresses the body roll and yaw during emergency collision avoidance, providing a reliable steering execution capability and a stable body attitude foundation for subsequent collision avoidance trajectory execution, thereby greatly reducing the risk of rollover or loss of control when the vehicle performs emergency collision avoidance without braking constraints.

[0033] S3 activates the collaborative control mode of the three-motor distributed drive, enabling each drive motor to independently output torque to assist in steering balance and vehicle attitude stability, and simultaneously switches to the energy regeneration working state, using the motor's electromagnetic damping to achieve auxiliary deceleration.

[0034] Upon triggering the determination that the braking system has completely failed, the cooperative control mode of the three-motor distributed drive is immediately activated. The core of this mode is to utilize the distributed drive configuration consisting of a single main drive motor on the front axle and two independent drive motors on the left and right sides of the rear axle, so that the three drive motors completely break away from the unified control logic under conventional drive conditions and enter a cooperative working state based on independent torque vector distribution.

[0035] Specifically, each drive motor is configured to independently output positive drive torque or reverse regenerative braking torque according to real-time vehicle dynamics requirements. This allows the motor to directly participate in vehicle dynamics control through electromagnetic damping without the need for traditional braking force intervention. This cooperative control mode aims to achieve two parallel and coupled functions: First, by dynamically adjusting the vehicle's yaw moment through the torque vectors independently output by each motor, it assists the redundant steering architecture in tracking the collision avoidance trajectory and simultaneously suppresses body posture disturbances caused by steering actions, maintaining overall vehicle stability. Second, all drive motors synchronously switch to energy regeneration mode, using the electromagnetic damping torque generated by the motors in generator mode as a deceleration source to smoothly assist in decelerating the vehicle, thereby shortening the inertial slip distance.

[0036] In one implementation method, under this cooperative control mode, the outer rear drive motor can output positive balancing auxiliary torque to enhance steering follow-through, the inner rear drive motor can output reverse regenerative braking torque to assist deceleration, and the front axle motor outputs real-time balancing torque to stabilize the vehicle's attitude. At the same time, the three motors synchronously and autonomously switch to the power generation working state, using electromagnetic damping superposition to achieve auxiliary deceleration and convert inertial kinetic energy into electrical energy.

[0037] This technical step activates the cooperative control mode of the three-motor distributed drive, and in extreme conditions where braking completely fails, it constructs an auxiliary deceleration and attitude balance mechanism independent of the traditional braking system, which significantly improves the controllability and safety of the vehicle under the constraint of no braking force. At the same time, it provides continuous power guarantee for the key electronic control system through energy regeneration and recovery.

[0038] S4 autonomously plans the collision avoidance trajectory based on environmental perception information, and performs steering actions in real time based on the collision avoidance trajectory, the fully active suspension dynamically adjusts the body posture, and the three-motor distributed drive synchronously adjusts the torque distribution and regenerative deceleration output until the collision avoidance is completed and the vehicle comes to a smooth stop.

[0039] After complete brake failure is detected and the cooperative collision avoidance mode is triggered, the system autonomously plans an optimal collision avoidance trajectory without braking constraints based on multi-dimensional information such as obstacle position, relative speed, road surface adhesion coefficient, and the vehicle's own motion state obtained in real time by the environmental perception module. The generation of this trajectory needs to comprehensively consider the vehicle's current inertial coasting characteristics and steering ability, prioritize compliant lane change and obstacle avoidance paths in the same direction, plan reverse emergency lane changes when there is no available space, and strictly constrain the trajectory curvature to avoid vehicle instability due to sudden changes in the path.

[0040] Based on the planned collision avoidance trajectory, the system uses real-time linkage control of the redundant steer-by-wire architecture to precisely execute steering actions, ensuring that the front and rear wheels deflect in tandem according to the trajectory requirements. The fully active suspension dynamically adjusts the vertical load distribution, damping, and stiffness of each wheel based on the steering direction and the real-time vehicle attitude to suppress roll and yaw during collision avoidance, ensuring vehicle stability. The three-motor distributed drive synchronously adjusts the torque distribution of each motor. The outer motor outputs positive balancing torque to enhance steering follow-through, the inner motor outputs reverse regenerative torque to assist deceleration, and the front axle motor outputs balancing torque to stabilize the vehicle. Simultaneously, all motors are in energy regeneration mode, utilizing electromagnetic damping to achieve assisted deceleration. Throughout the collision avoidance process, the steering, suspension, and drive systems interact with each other in real-time, dynamically adjusting in a closed-loop manner to collaboratively complete trajectory tracking until the vehicle successfully avoids the obstacle and the collision risk is eliminated. Then, the regenerative torque is gradually recovered, the steering angle is corrected, and the vehicle exits the extreme mode, allowing it to smoothly glide to a safe stop.

[0041] As one implementation method, the system can prioritize planning compliant lane changes to the right to bypass obstacles based on perception information, and plan emergency lane changes to the left when there is no space on the right. At the same time, it can constrain the trajectory curvature in real time to avoid sudden changes.

[0042] This step deeply integrates environmental perception, trajectory planning, and real-time linkage control of multiple systems, enabling global coordinated control of vehicle motion state without braking constraints. This significantly improves the tracking accuracy and execution stability of the collision avoidance trajectory, ensuring the safety and continuity of the collision avoidance process.

[0043] Example 2 Based on the above embodiments, this embodiment provides a detailed description of the specific implementation of step S1 in the multi-system collaborative braking failure collision avoidance control method: "Real-time monitoring of the braking force output status, controller communication status, and power supply circuit status of the braking system; when the quantitative conditions of complete loss of braking force, interruption of controller communication, and power supply circuit failure are simultaneously met for a preset duration, the braking system is determined to be completely failed."

[0044] In this embodiment, the determination of complete failure of the braking system in step S1 is achieved by real-time monitoring and quantitative analysis of the braking force output status, controller communication status and power supply circuit status of the braking system.

[0045] Specifically, the brake failure diagnosis module acquires and compares the target command braking force and the actual output braking force of the four-wheel drive brake actuators in real time. When the deviation between the target command braking force and the actual output braking force is greater than 98%, the condition of complete loss of braking force is determined to be met. Simultaneously, the module monitors the communication signals between the main controller and the slave controller of the braking system in real time. When the packet loss rate of the communication signal reaches 100%, the condition of controller communication interruption is determined to be met. Furthermore, the module also monitors the voltage status of the main power supply circuit and the auxiliary power supply circuit of the braking system in real time. When both the main power supply circuit and the auxiliary power supply circuit are simultaneously and completely de-energized, the condition of power supply circuit de-energization is determined to be met. After the above three quantitative conditions are simultaneously met, the brake failure diagnosis module starts timing. When the fault duration of continuously meeting these three conditions reaches 150ms to 200ms, it is accurately determined that the braking system has experienced a complete circuit failure. This determination result is immediately sent as a trigger signal to the central global fusion control module to initiate the subsequent cooperative collision avoidance control process. This multi-parameter joint verification and duration confirmation logic effectively distinguishes between partial and complete failures of the braking system, avoids false triggering, and ensures that the cooperative collision avoidance mode is activated only under extreme conditions.

[0046] This specific implementation achieves accurate and rapid identification of complete failure of the braking system by constructing a quantitative judgment logic that combines multi-parameter joint verification and duration confirmation. It effectively avoids misjudgment caused by instantaneous fluctuations in sensors or occasional communication interruptions, and provides a reliable and timely trigger signal for subsequent multi-system collaborative collision avoidance control, thereby ensuring the system's response accuracy and safety under extreme conditions.

[0047] Example 3 Based on the above embodiments, this embodiment provides a detailed description of the specific implementation of step S2 in the multi-system collaborative brake failure collision avoidance control method: "In response to the determination of complete brake failure, the fault switching and steering parameter reconstruction of the steering redundancy architecture are simultaneously activated, the conventional steering angle limit is removed and the steering response delay is shortened, and the extreme attitude stability control mode of the fully active suspension is activated to dynamically distribute the vertical load of each wheel to suppress body roll and yaw."

[0048] In this embodiment, when the central global fusion control module determines that the braking system has completely failed, the steering redundancy scheduling module is immediately activated. This module receives operating status signals from the front-wheel steer-by-wire module, the rear-wheel integrated steering module, and the distributed four-wheel independent steering module in real time, including the controller operating status, communication link quality, power supply circuit voltage, and actual response data of the actuators for each module. Based on these input signals, the steering redundancy scheduling module performs fault diagnosis. When a fault is detected in the rear-wheel integrated steering module, such as an interruption in its controller communication or abnormal motor torque output, the module completes fault identification within 100 milliseconds and immediately outputs a switching command, seamlessly switching the execution of rear-wheel steering from the rear-wheel integrated steering module to the distributed four-wheel independent steering module, while maintaining the normal operation of the front-wheel steer-by-wire module, thereby establishing a new mode of collaborative operation between the front-wheel steer-by-wire module and the distributed four-wheel independent steering module.

[0049] During this switching process, the distributed four-wheel independent steering module receives steering angle commands from the steering redundancy scheduling module and independently controls the steering angle of each rear wheel according to the vehicle's collision avoidance trajectory requirements, compensating for the functional deficiencies of the original integrated rear-wheel steering module. Simultaneously, the central global fusion control module synchronously performs steering parameter reconstruction, specifically removing the conventional steering angle limitations of the front wheels to ±10° to ±12° and the conventional steering angle limitations of the rear wheels to ±5° to ±6°, enabling the steering system to achieve greater steering capability under emergency collision avoidance conditions. Furthermore, the steering control cycle is shortened to less than 1 millisecond, and the overall steering response latency is compressed to less than 50 milliseconds, ensuring that steering commands can be executed at a higher frequency and with lower latency to meet the steering requirements of rapid lane changes and obstacle avoidance without braking constraints. Through the coordinated actions of the above fault switching and parameter reconstruction, the steering redundancy architecture can quickly restore and enhance steering function under extreme conditions of complete brake failure, providing a reliable steering foundation for subsequent collision avoidance trajectory execution.

[0050] This specific implementation significantly improves the availability and response speed of the steering system under extreme conditions of complete brake failure by using a steering redundancy scheduling module to monitor and quickly switch between the three steering architectures in real time and by adaptively reconstructing the steering parameters. This ensures the continuity and accuracy of the steering function during collision avoidance, thereby effectively reducing the collision risk caused by steering failure.

[0051] In this embodiment, when the central global fusion control module determines that the braking system has completely failed and triggers the cooperative collision avoidance mode, the fully active suspension control module immediately switches to the extreme collision avoidance exclusive stability control mode, and performs dynamic allocation of vertical loads to each wheel according to the following specific logic to suppress the body roll and yaw.

[0052] First, the fully active suspension control module receives real-time vehicle steering direction and yaw rate signals from the central global fusion control module. These signals are provided by the steering redundancy scheduling module and inertial attitude sensors. Based on these inputs, the fully active suspension control module dynamically calculates and outputs commands to increase the vertical load on the outer wheel suspension. Specifically, by increasing the main power output of the outer suspension actuator, the vertical load on the outer wheel is increased by approximately 20% to improve the wheel's grip on the ground and prevent slippage due to excessive lateral force during steering. Simultaneously, the vertical load on the inner wheel suspension is reduced, and the main power output of the inner suspension actuator is decreased to assist in smooth steering and reduce steering load. Secondly, the fully active suspension control module dynamically adjusts the damping coefficient and stiffness of each wheel suspension in real time based on the real-time monitoring of the vehicle's roll angle, yaw rate, and pitch rate. It outputs a counter-balancing damping torque opposite to the direction of the vehicle's attitude change. By precisely controlling the opening of each suspension solenoid valve or the pressure of the hydraulic cylinder, it strictly controls the overall roll angle of the vehicle within 2.5° and rapidly attenuates yaw and pitch vibrations, ensuring the vehicle remains stable during emergency collision avoidance. Finally, the fully active suspension control module performs real-time closed-loop matching with the steering angle signal output from the redundant steer-by-wire architecture and the torque signals from each motor output from the three-motor distributed drive control module. Based on changes in steering angle and motor torque, it fine-tunes the vertical load, damping coefficient, and stiffness output parameters of each suspension in real time. This allows the suspension attitude control, steering execution, and drive torque distribution to form a dynamic synergy, ensuring that the vehicle's attitude remains stable throughout the collision avoidance process without severe swaying.

[0053] This specific implementation achieves dynamic and precise distribution of vertical loads on all four wheels and simultaneous suppression of body roll and yaw through dedicated attitude control of the fully active suspension under extreme braking conditions. This directly improves the vehicle's anti-rollover capability and driving stability during emergency collision avoidance without braking constraints, effectively avoiding the risk of secondary accidents caused by loss of vehicle attitude control.

[0054] Example 4 Based on the above embodiments, this embodiment provides a detailed description of the specific implementation of step S3 in the multi-system collaborative brake failure collision avoidance control method: "Activate the collaborative control mode of the three-motor distributed drive, so that each drive motor independently outputs torque to assist steering balance and vehicle attitude stability, and synchronously switches to the energy regeneration working state, using the motor electromagnetic damping to achieve auxiliary deceleration".

[0055] In this embodiment, the specific implementation process of activating the cooperative control mode of the three-motor distributed drive described in step S3 is as follows. When the central global fusion control module determines that the braking system has completely failed and triggers the collision avoidance mode, the module first acquires the obstacle position and relative vehicle speed from the environmental perception module, as well as the real-time yaw rate and center of gravity sideslip angle from the vehicle status sensor, as inputs for torque distribution. Based on these inputs, the three-motor distributed drive control module performs dynamic torque vector allocation: it controls the rear drive motor located on the outer side of the collision avoidance to output positive balancing auxiliary torque, the direction of which is consistent with the steering direction, to enhance the vehicle's steering responsiveness and enable the front of the vehicle to respond to steering commands more quickly; simultaneously, it controls the rear drive motor located on the inner side of the collision avoidance to output reverse regenerative braking torque, the direction of which is opposite to the vehicle's travel direction, to generate a yaw moment opposite to the steering direction, to assist in vehicle deceleration and suppress oversteer; in addition, it controls the front axle motor to output real-time balancing torque, the magnitude and direction of which are calculated in real time based on the front wheel angle and vehicle attitude, to counteract the additional yaw moment generated by the rear wheel torque differential, thereby stabilizing the vehicle's attitude and suppressing front-end sway. While completing the above torque vector allocation, the three-motor distributed drive control module disengages from the brake pedal signal and the brake-by-wire system, synchronously sending switching commands to the three drive motors, enabling them to autonomously switch to generator operation.

[0056] In this state, the three motors utilize their internal electromagnetic damping to collectively generate a resistance torque opposite to the vehicle's direction of travel. This torque, combined, achieves a smooth auxiliary deceleration effect, thus counteracting the vehicle's inertial sliding force after brake failure and shortening the collision avoidance sliding distance. During this process, the motors convert the vehicle's inertial kinetic energy into electrical energy, which is stably supplied to electronic control components such as steer-by-wire, fully active suspension, environmental perception, and the central controller via an onboard DC-DC converter, ensuring uninterrupted power supply to the entire vehicle under extreme fault conditions. Furthermore, in one possible implementation, when any of the three drive motors fails, shuts down, or experiences abnormal torque output, the three-motor distributed drive control module identifies the fault within 80ms by monitoring the current, speed, and temperature signals of each motor in real time. Subsequently, the module immediately performs torque reconfiguration on the remaining two normally functioning drive motors. Based on the missing torque value of the faulty motor, it dynamically redistributes the output torque of the front motor and the other normal rear motor, maintaining the overall drive and regenerative deceleration efficiency at more than 85% of the normal level, thereby ensuring that the collision avoidance process is not interrupted or fails due to a single motor failure.

[0057] This specific implementation achieves multiple functions such as assisted steering, attitude stabilization, and smooth deceleration under extreme conditions where braking completely fails, through the coordinated control of three-motor torque vector distribution and autonomous energy regeneration. This significantly improves the vehicle's collision avoidance capability and safety under unrestrained braking force.

[0058] Example 5 Based on the above embodiments, this embodiment provides a detailed description of the specific implementation of step S4 in the multi-system collaborative brake failure collision avoidance control method: "autonomously planning the collision avoidance trajectory based on environmental perception information, and executing steering actions in real time based on the collision avoidance trajectory, dynamically adjusting the vehicle body posture with the fully active suspension, and synchronously adjusting the torque distribution and regenerative deceleration output of the three-motor distributed drive until the collision avoidance is completed and the vehicle comes to a smooth stop."

[0059] In this embodiment, the specific implementation method of autonomously planning the collision avoidance trajectory based on environmental perception information in step S4 is as follows.

[0060] First, the central global fusion control module receives real-time data from the environmental perception module. This data includes the precise location of obstacles ahead, the relative speed between the obstacle and the vehicle, the current road surface adhesion coefficient obtained through the road surface adhesion coefficient identification sensor, and the vehicle's real-time speed. The central global fusion control module uses these parameters as input to initiate a collision avoidance trajectory planning algorithm. Based on a vehicle dynamics model, this algorithm calculates an optimal collision avoidance trajectory under conditions without braking constraints. Specifically, the algorithm prioritizes assessing whether there is compliant lane-changing space in the right lane traveling in the same direction. If there is no collision risk in the right lane and the safe lane-changing conditions are met, a collision avoidance trajectory for changing lanes to the right is planned. If there is no collision avoidance space on the right, the algorithm automatically switches strategies and plans a collision avoidance trajectory for an emergency lane-changing to the left. During trajectory generation, the algorithm constrains the curvature of the trajectory in real time to ensure that its rate of change does not exceed a preset threshold, thereby avoiding excessive lateral acceleration caused by sudden trajectory changes that could lead to loss of vehicle control. This optimal collision avoidance trajectory is output as a series of discrete path point coordinates and a desired heading angle, serving as the command benchmark for subsequent multi-system collaborative execution.

[0061] Subsequently, the central all-domain integrated control module, based on the collision avoidance trajectory, coordinates with the redundant steering architecture in real time to execute steering actions, enabling the vehicle to precisely follow the planned path. Simultaneously, the fully active suspension control module dynamically adjusts the vertical load on each wheel according to the trajectory curvature and the vehicle's real-time status to suppress body roll and yaw. The three-motor distributed drive control module synchronously adjusts the torque distribution and regenerative deceleration output of each motor to assist in steering balance and stabilize the vehicle's posture. Through real-time data interaction and dynamic closed-loop fine-tuning of these multiple systems, the vehicle collaboratively completes the entire collision avoidance maneuver until it successfully avoids the obstacle and comes to a smooth stop.

[0062] This specific implementation method, by integrating multi-source perception information and introducing real-time trajectory curvature constraints, achieves autonomous and precise planning of the optimal collision avoidance path without braking constraints, significantly improving the success rate of emergency collision avoidance and the vehicle's driving stability under extreme conditions.

[0063] In this embodiment, once complete brake failure is accurately determined, the central global fusion control module, acting as the core control hub, immediately issues a unified multi-system collaborative collision avoidance command. The input source for this command is the collision avoidance trigger signal sent by the brake failure diagnosis module. Upon receiving this signal, the central global fusion control module synchronously executes the following actions: issuing a steering redundancy mode switching and steering parameter reconstruction command to the steering redundancy scheduling module; issuing a limit stability control mode activation command to the fully active suspension control module; and issuing a torque distribution and energy regeneration mode activation command to the three-motor distributed drive control module, while simultaneously cutting off the original output of the vehicle's drive power. The output of these commands is that each subsystem synchronously completes mode switching and parameter reconstruction within millisecond-level delays, ensuring the synchronicity and consistency of the multi-system collaborative response.

[0064] At the steering execution level, the redundant steer-by-wire architecture receives target steering angle and steering rate commands from the central global fusion control module. Its input sources are the real-time trajectory curvature and direction parameters output by the autonomous collision avoidance trajectory planning module. The main steer-by-wire control module collaborates with the rear-wheel integrated steering module or the distributed four-wheel independent steering module to complete the steering action following the planned trajectory. The output is that the front and rear wheels precisely deflect according to the target steering angle, enabling the vehicle to travel along the planned path. The fully active suspension control module receives real-time signals from the vehicle's inertial measurement unit, including body roll angle, yaw rate, and vertical acceleration. Its input sources also include steering angle and the torque output parameters of the three motors.

[0065] The fully active suspension control module dynamically adjusts the damping coefficient and stiffness of each wheel's suspension accordingly, increasing the vertical load on the outer wheel and decreasing the vertical load on the inner wheel. The output is to strictly control the vehicle's roll angle within a preset threshold, simultaneously suppressing yaw and pitch vibrations. The three-motor distributed drive control module receives target torque values ​​and regenerative braking torque values ​​from each motor from the central global fusion control module. Its input sources also include real-time speed and temperature feedback signals from each motor. This module controls the front axle motor to output attitude balance torque, the outer rear motor to output positive balance assist torque, and the inner rear motor to output reverse regenerative deceleration torque. The output is that the three motors work together to achieve assisted steering balance and smooth deceleration, while simultaneously converting the vehicle's inertial kinetic energy into electrical energy to supply all the vehicle's electronic control components.

[0066] During the collaborative execution of the four systems, real-time data interaction and dynamic closed-loop fine-tuning are achieved through the vehicle's high-speed communication network. The central all-domain fusion control module continuously receives the actual execution status parameters from each subsystem and compares them with the expected values ​​of the planned trajectory. When a deviation is detected, the control commands of each subsystem are corrected in real time, forming a closed-loop control circuit until the vehicle successfully avoids the obstacle and the collision risk is completely eliminated. Subsequently, the central all-domain fusion control module gradually and smoothly recovers the regenerative torque of the three motors, smoothly corrects the wheel steering angle, and the fully active suspension simultaneously exits the extreme stability control mode and restores normal driving parameters. The vehicle relies on inertia to smoothly glide to a safe area at the edge of the road and slowly come to a stop.

[0067] This specific implementation method achieves millisecond-level synchronous activation of multiple systems by uniformly issuing commands through the central full-domain fusion control module. Combined with real-time data interaction and dynamic closed-loop fine-tuning of the three major systems of steering, suspension, and drive, it ensures the synchronicity, accuracy, and continuity of the coordinated collision avoidance action under extreme conditions of complete brake failure, significantly improving the collision avoidance success rate and vehicle driving safety.

[0068] Example 6 This embodiment will provide a detailed description of the complete implementation of the braking failure collision avoidance control method based on multi-system collaboration, including the system hardware architecture, fault judgment logic, control strategies of each subsystem, and specific implementation details of the global collaborative execution process.

[0069] In this embodiment, the entire control system includes an environmental perception module, a brake failure diagnosis module, a central global fusion control module, a steer-by-wire main control module, a rear-wheel integrated steering module, a distributed four-wheel independent steering module, a steering redundancy scheduling module, a fully active suspension control module, a three-motor distributed drive control module, a steer-by-wire EMB execution module, a human-machine interaction warning module, and a mechanical redundancy fallback module. The central global fusion control module, as the core control hub, communicates with all other modules via dual-channel CAN FD and vehicle Ethernet bidirectional signals, uniformly completing fault determination, autonomous collision avoidance trajectory planning, unified issuance of multi-system commands, collaborative scheduling, and closed-loop correction. The steer-by-wire main control module is located at the front wheels and employs a redundant design with dual controllers, dual drive motors, and dual steering angle sensors, responsible for front-wheel main steering execution under normal and collision avoidance conditions. The rear-wheel integrated steering module adopts a rear-wheel integrated synchronous deflection structure, configured with an independent controller, independent power supply circuit, and independent communication channel to achieve rear-wheel synchronous follow-up steering assistance. The distributed four-wheel independent steering module serves as an independent redundant backup steering channel, with each of the four wheels equipped with a dedicated independent steering actuator, enabling independent steering angle and torque control for each wheel. The steering redundancy scheduling module monitors the operating status, communication signals, and hardware faults of the three steering structures in real time, performing fault diagnosis, seamless switching, and dynamic torque compensation distribution. The fully active suspension control module is a four-wheel independent active power output structure, capable of independently adjusting the suspension stiffness, damping coefficient, and vertical load of each wheel in real time, achieving real-time stability control of the vehicle's attitude across the entire range. The three-motor distributed drive control module adopts a three-motor distributed configuration with a single main drive motor on the front axle and two independent drive motors on the left and right rear axles. All three motors are completely independent and controllable, supporting independent torque vector distribution, multi-channel synchronous energy regeneration, and real-time fault-tolerant torque reconstruction for single-motor faults.

[0070] Regarding the precise quantitative judgment logic for complete brake failure, the brake failure diagnosis module acquires the target command braking force and the actual output braking force of the four-wheel drive brake actuators in real time. When the deviation between the target command braking force and the actual output braking force is greater than 98%, the condition of complete brake force loss is determined to be met. The module also monitors the communication signals between the main controller and the slave controller of the braking system in real time. When the packet loss rate of the communication signal is 100%, the condition of controller communication interruption is determined to be met. Furthermore, the module monitors the voltage status of the main power supply circuit and the auxiliary power supply circuit of the braking system in real time. When both the main power supply circuit and the auxiliary power supply circuit are simultaneously and completely de-energized, the condition of power supply circuit de-energization is determined to be met. When the above conditions of complete brake force loss, controller communication interruption, and power supply circuit de-energization are simultaneously met, and the continuous fault duration reaches 150ms to 200ms, the brake failure diagnosis module accurately determines that the entire braking system circuit has completely failed and immediately sends a collision avoidance trigger signal to the central global fusion control module, triggering the global cooperative collision avoidance control mode. Meanwhile, the vehicle is currently in motion and its real-time speed is not less than 40km / h. The collision time (TTC) of the environmental perception module detecting the obstacle ahead is less than 2.5s, indicating a real-time risk of a forward collision.

[0071] In response to the determination of complete brake failure, the central full-domain fusion control module simultaneously activates the fault switching and steering parameter reconstruction of the steering redundancy architecture. The steering redundancy scheduling module monitors the operating status of the front wheel steer-by-wire module, the rear wheel integrated steering module, and the distributed four-wheel independent steering module in real time. Under normal driving conditions, the front wheel steer-by-wire and the rear wheel integrated steering work together to achieve conventional steering assist and rear wheel steering. When a fault is detected in the rear wheel integrated steering module, the steering redundancy scheduling module completes fault identification within 100ms and seamlessly switches to the collaborative working mode of the front wheel steer-by-wire module and the distributed four-wheel independent steering module, with the distributed steering structure taking over the rear wheel steering execution. When a fault is detected in the front wheel steer-by-wire module, it automatically switches to the rear wheel integrated steering module and the distributed independent steering module jointly executing the steering action to compensate for the lack of steering torque in the front wheels. All three steering structures are equipped with independent power supply circuits, dual CAN FD plus vehicle Ethernet dual communication channels, and real-time cross-verification of signals. A fault in a single communication path or a single power supply circuit does not affect the normal transmission and execution of overall steering commands. When all electronic steering systems fail, the mechanical coupling mechanism is automatically triggered, establishing a direct mechanical connection between the steering wheel and the wheels to ensure that basic steering capability is not lost. Simultaneously with the fault switchover, the conventional steering angle limitations are released, unlocking the maximum front wheel steering angle to ±10° to ±12° and the rear wheel steering angle to ±5° to ±6°. This shortens the steering control cycle to less than 1ms, compresses the overall steering response delay to less than 50ms, and improves the steering angle control accuracy to ±0.1°, matching the steering requirements for rapid lane changes and obstacle avoidance without braking constraints in emergency collision avoidance situations.

[0072] Upon activating the steering parameter reconstruction, the fully active suspension control module immediately switches to the extreme collision avoidance-specific stability control mode. Based on the vehicle's real-time steering direction and body yaw status, it dynamically increases the vertical load on the outer wheel suspension to enhance wheel grip and prevent wheel slippage during steering; simultaneously, it reduces the vertical load on the inner wheel suspension to assist in smooth steering and reduce steering load. It dynamically adjusts the damping coefficient and stiffness of each wheel suspension in real time, outputting a counter-balancing damping torque to strictly control the overall body roll angle within 2.5°, rapidly attenuating body yaw and pitch vibrations. Throughout the entire process, it performs real-time closed-loop matching with the steering angle and the output torque of the three motors, fine-tuning the suspension output parameters in real time to ensure stable vehicle posture without violent swaying throughout the collision avoidance process.

[0073] While activating steering and suspension control, the three-motor distributed drive control module activates a cooperative control mode. During emergency collision avoidance, the outer rear drive motor outputs positive balancing auxiliary torque to enhance vehicle steering follow-through; the inner rear drive motor outputs reverse regenerative braking torque to assist vehicle deceleration; and the front axle motor outputs real-time balancing torque to stabilize the vehicle's body posture and suppress front-end sway. After the brake failure determination is completed, the system completely disengages from the brake pedal signal and the brake-by-wire system. The three drive motors synchronously and autonomously switch to generator operation, relying on the superposition of electromagnetic damping to achieve smooth auxiliary deceleration, offsetting the vehicle's inertial sliding force, significantly shortening the collision avoidance sliding distance, and simultaneously converting the vehicle's inertial kinetic energy into electrical energy to stably supply power to the steering, suspension, sensing, and control devices, preventing the vehicle from losing control due to power failure in extreme fault situations. When any of the three drive motors fails, shuts down, or has abnormal torque output, the remaining two normal drive motors complete torque reconstruction in real time, dynamically distributing and adjusting the output torque of each motor to maintain no less than 85% of the driving and regenerative deceleration efficiency, ensuring that the collision avoidance process is uninterrupted and does not fail. The output torque range of a single motor in the three-motor system is -80 N·m to +80 N·m, the total torque of the overall coordinated regenerative deceleration system is 0 to 120 N·m, and the response time of single motor fault torque reconstruction is no more than 80 ms.

[0074] After completing the mode switching and parameter reconstruction of each subsystem, the central all-domain fusion control module autonomously plans the collision avoidance trajectory based on environmental perception information. Specifically, it integrates the obstacle position, relative vehicle speed, road adhesion coefficient, and real-time vehicle speed identified by the environmental perception module to autonomously plan the optimal collision avoidance trajectory without braking constraints. It prioritizes compliant lane changes to the right in the same direction to avoid obstacles. When there is no space to avoid collisions on the right, it executes an emergency lane change to the left and constrains the trajectory curvature in real time to prevent sudden trajectory changes from causing loss of vehicle control. Subsequently, the central all-domain fusion control module uniformly issues commands to simultaneously complete the switching of steering redundancy mode, steering parameter reconstruction, activation of suspension limit stability control mode, activation of three-motor torque distribution and energy regeneration mode, and disconnection of the original output of the vehicle's drive power. The steer-by-wire redundancy architecture follows the planned trajectory to complete the steering action, the fully active suspension dynamically stabilizes the vehicle's attitude in real time, the three-motor distributed drive synchronously completes assisted deceleration and attitude balance, and the four systems interact in real time and dynamically close-loop fine-tuning to collaboratively complete the entire collision avoidance action. Once the vehicle successfully avoids the obstacle and the risk of collision is completely eliminated, the regenerative torque from the three motors is gradually and smoothly recovered, the wheel steering angle is smoothly corrected, and the fully active suspension simultaneously exits the extreme stability control mode and restores normal driving parameters. The vehicle then relies on inertia to smoothly glide to a safe area at the edge of the road and slowly come to a stop. The system monitors the driver's manual steering wheel operation throughout the process. When it detects that the driver has taken over, the system automatically reduces the level of autonomous intervention and prioritizes following the driver's operating intentions.

[0075] This embodiment constructs a multi-level safety protection system with electronic communication redundancy, architectural functional redundancy, drive fault tolerance redundancy, and mechanical structure redundancy through the above specific implementation methods. It realizes integrated control of multi-system full-domain collaborative active collision avoidance, rollover prevention, and tail-swing loss of control under extreme conditions of complete brake failure. It meets the highest functional safety level requirements of ASIL-D throughout the process, and significantly improves vehicle driving safety and collision avoidance success rate under extreme failure conditions.

[0076] Example 7 This invention also provides a braking failure collision avoidance control device based on multi-system cooperation, comprising: The first module is used to monitor the braking force output status, controller communication status and power supply circuit status of the braking system in real time. When the quantitative conditions of complete loss of braking force, interruption of controller communication and power supply circuit failure are met simultaneously and continue for a preset duration, the braking system is determined to be completely failed. The second module is used to respond to the determination of complete brake failure, simultaneously activate the fault switching and steering parameter reconstruction of the steering redundancy architecture, remove the conventional steering angle limit and shorten the steering response delay, and activate the extreme attitude stability control mode of the fully active suspension to dynamically distribute the vertical load of each wheel to suppress body roll and yaw. The third module is used to activate the cooperative control mode of the three-motor distributed drive, so that each drive motor can independently output torque to assist steering balance and vehicle attitude stability, and simultaneously switch to the energy regeneration working state, using the electromagnetic damping of the motor to achieve auxiliary deceleration. The fourth module is used to autonomously plan the collision avoidance trajectory based on environmental perception information, and to perform steering actions in real time based on the collision avoidance trajectory, the fully active suspension dynamically adjusts the vehicle body posture, and the three-motor distributed drive synchronously adjusts the torque distribution and regenerative deceleration output until the collision avoidance is completed and the vehicle comes to a smooth stop.

[0077] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0078] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0079] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0080] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

Claims

1. A brake failure collision avoidance control method based on multi-system cooperation, characterized by, Includes the following steps: S1 monitors the braking force output status, controller communication status, and power supply circuit status of the braking system in real time. When the quantitative conditions of complete loss of braking force, interruption of controller communication, and power supply circuit failure are met simultaneously and continue for a preset duration, the braking system is determined to be completely failed. S2, in response to the determination of complete brake failure, simultaneously activates the fault switching and steering parameter reconstruction of the steering redundancy architecture, removes the conventional steering angle limit and shortens the steering response delay, and activates the extreme attitude stability control mode of the fully active suspension, dynamically distributing the vertical load of each wheel to suppress body roll and yaw. S3 activates the collaborative control mode of the three-motor distributed drive, enabling each drive motor to independently output torque to assist in steering balance and vehicle attitude stability, and simultaneously switches to the energy regeneration working state, using the motor's electromagnetic damping to achieve assisted deceleration; S4 autonomously plans the collision avoidance trajectory based on environmental perception information, and performs steering actions in real time based on the collision avoidance trajectory, the fully active suspension dynamically adjusts the body posture, and the three-motor distributed drive synchronously adjusts the torque distribution and regenerative deceleration output until the collision avoidance is completed and the vehicle comes to a smooth stop.

2. The method of claim 1, wherein, The real-time monitoring system checks the braking force output status, controller communication status, and power supply circuit status of the braking system. When the quantified conditions of complete loss of braking force, interruption of controller communication, and power supply circuit failure are simultaneously met for a preset duration, the braking system is determined to be completely failed, including: The target command braking force and the actual output braking force of the four-wheel drive brake actuator are acquired in real time. When the deviation between the target command braking force and the actual output braking force is greater than 98%, it is determined that the condition of complete lack of braking force is met. The communication signals between the main controller and the slave controller of the braking system are monitored in real time. When the packet loss rate of the communication signals is 100%, the controller communication interruption condition is determined to be met. The voltage status of the main power supply circuit and the auxiliary power supply circuit of the braking system is monitored in real time. When the main power supply circuit and the auxiliary power supply circuit are completely de-energized at the same time, it is determined that the power supply circuit de-energization condition is met. When the conditions of complete loss of braking force, interruption of controller communication, and power outage of power supply circuit are met simultaneously and the duration of the continuous fault reaches 150ms to 200ms, the braking system is determined to be completely failed.

3. The method of claim 1, wherein, In response to the determination of complete brake failure, the fault switching and steering parameter reconstruction of the steering redundancy architecture are simultaneously activated, the conventional steering angle limitation is removed and the steering response delay is shortened, including: In response to the determination of complete brake failure, the steering redundancy scheduling module monitors the operating status of the front wheel steer-by-wire module, the rear wheel integrated steering module, and the distributed four-wheel independent steering module in real time. When a fault is detected in the rear wheel integrated steering module, the fault identification is completed within 100ms and the system seamlessly switches to the collaborative working mode of the front wheel steer-by-wire module and the distributed four-wheel independent steering module. At the same time, the conventional steering angle limitation of the front wheels is removed to ±10° to ±12° and the conventional steering angle limitation of the rear wheels is removed to ±5° to ±6°, shortening the steering control cycle to less than 1ms and compressing the overall steering response delay to less than 50ms.

4. The method as described in claim 1, characterized in that, The activated extreme attitude stability control mode of the fully active suspension dynamically distributes the vertical load of each wheel to suppress body roll and yaw, including: Based on the vehicle's real-time steering direction and body yaw status, the vertical load of the outer wheel suspension is dynamically increased while the vertical load of the inner wheel suspension is simultaneously decreased. The system dynamically adjusts the damping coefficient and stiffness of each wheel suspension in real time, outputs a counter-balance damping torque, strictly controls the overall body roll angle within 2.5°, and quickly attenuates body yaw and pitch vibrations; it also performs real-time closed-loop matching with steering angle and three-motor output torque throughout the entire process, and fine-tunes suspension output parameters in real time.

5. The method as described in claim 1, characterized in that, The activated three-motor distributed drive cooperative control mode enables each drive motor to independently output torque to assist steering balance and vehicle attitude stability, and synchronously switches to energy regeneration working state, using motor electromagnetic damping to achieve assisted deceleration, including: During emergency collision avoidance, the outer rear drive motor is controlled to output positive balance assist torque to enhance the vehicle's steering follow-through, the inner rear drive motor is controlled to output reverse regenerative braking torque to assist the vehicle in deceleration, and the front axle motor is controlled to output real-time balance torque to stabilize the vehicle's body posture. After the brake failure is determined, the brake pedal signal and the brake-by-wire system are disconnected, and the three drive motors synchronously and autonomously switch to the generator operation state. The electromagnetic damping of the motors is superimposed to achieve smooth auxiliary deceleration, and the vehicle's inertial kinetic energy is converted into electrical energy to supply all the vehicle's electronic control components.

6. The method as described in claim 5, characterized in that, The activated cooperative control mode of the three-motor distributed drive also includes: When any one of the three drive motors fails or has abnormal torque output, the remaining two normal drive motors will complete the torque reconstruction in real time, dynamically allocate and adjust the output torque of each motor, and maintain a driving and regenerative deceleration efficiency of no less than 85%.

7. The method as described in claim 1, characterized in that, The autonomous collision avoidance trajectory planning based on environmental perception information includes: By integrating obstacle positions, relative vehicle speeds, road surface adhesion coefficients, and real-time vehicle speeds identified by the environmental perception module, the system autonomously plans the optimal collision avoidance trajectory without braking constraints. It prioritizes compliant right-side lane changes to bypass obstacles, and executes emergency left-side lane changes when there is no space for right-side collision avoidance. It also constrains the trajectory curvature in real time to prevent sudden trajectory changes from causing loss of vehicle control.

8. The method as described in claim 1, characterized in that, The real-time linkage control steering redundancy architecture based on the collision avoidance trajectory executes steering actions, the fully active suspension dynamically adjusts the vehicle's attitude, and the three-motor distributed drive synchronously adjusts torque distribution and regenerative deceleration output until collision avoidance is completed and the vehicle comes to a smooth stop, including: The central full-domain integrated control module issues unified instructions to simultaneously complete the switching of steering redundancy mode, steering parameter reconstruction, suspension limit stability control mode activation, three-motor torque distribution and energy regeneration mode activation, and the original output of the vehicle's driving power cut-off. The redundant architecture of steer-by-wire follows the planned trajectory to complete the steering action; the fully active suspension dynamically stabilizes the body posture in real time; the three-motor distributed drive synchronously completes auxiliary deceleration and posture balance; the four systems interact in real time and dynamically close-loop fine-tuning to complete the collision avoidance action throughout the process. Once the vehicle successfully avoids the obstacle and the risk of collision is completely eliminated, the regenerative torque of the three motors is gradually and smoothly recovered, the wheel steering angle is smoothly corrected, the fully active suspension simultaneously exits the extreme stability control mode and restores normal driving parameters, and the vehicle relies on inertia to smoothly glide to a safe area at the edge of the road and slowly stop.

9. The method as described in claim 1, characterized in that, Also includes: The system monitors the driver's manual steering wheel operation throughout the process. When the system detects that the driver is actively taking over, it automatically reduces the level of autonomous intervention and prioritizes following the driver's operating intentions.

10. A braking failure collision avoidance control device based on multi-system cooperation, characterized in that, include: The first module is used to monitor the braking force output status, controller communication status and power supply circuit status of the braking system in real time. When the quantitative conditions of complete loss of braking force, interruption of controller communication and power supply circuit failure are met simultaneously and continue for a preset duration, the braking system is determined to be completely failed. The second module is used to respond to the determination of complete brake failure, simultaneously activate the fault switching and steering parameter reconstruction of the steering redundancy architecture, remove the conventional steering angle limit and shorten the steering response delay, and activate the extreme attitude stability control mode of the fully active suspension to dynamically distribute the vertical load of each wheel to suppress body roll and yaw. The third module is used to activate the cooperative control mode of the three-motor distributed drive, so that each drive motor can independently output torque to assist steering balance and vehicle attitude stability, and simultaneously switch to the energy regeneration working state, using the electromagnetic damping of the motor to achieve auxiliary deceleration. The fourth module is used to autonomously plan the collision avoidance trajectory based on environmental perception information, and to perform steering actions in real time based on the collision avoidance trajectory, the fully active suspension dynamically adjusts the vehicle body posture, and the three-motor distributed drive synchronously adjusts the torque distribution and regenerative deceleration output until the collision avoidance is completed and the vehicle comes to a smooth stop.

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