Vehicle and braking method, device, equipment, storage medium and program product thereof

Abstract

This invention relates to the field of automotive brake-by-wire and vehicle braking control, and in particular to a vehicle and its braking method, device, equipment, storage medium, and program product. Addressing the problems in existing multi-master controller braking systems, such as inconsistent control authority determination criteria, difficulty in quantifying fault impacts, and issues leading to delayed takeover, inaccurate control source selection, and inconsistent execution, this invention, after braking activation, involves each braking master controller detecting itself and acquiring fault status information from other master controllers to characterize the degree of braking capability failure of each controller. Arbitration is then performed based on the fault status of each master controller to determine the master controller with control authority. The master controller with control authority then acquires the target braking torque of the entire vehicle and generates and sends control commands to each braking execution unit. This solution improves the accuracy of control authority determination under fault conditions, shortens switching response time, and enhances braking consistency and system safety and stability.

Description

Technical Field

[0001] This invention relates to the field of automotive brake-by-wire and vehicle braking control, and more particularly to a vehicle and its braking method, device, equipment, storage medium, and program product. Background Technology

[0002] Brake-by-wire systems typically employ a dual-master redundant architecture with multiple execution units and communication redundancy to meet the braking safety requirements of new energy vehicles and advanced autonomous driving.

[0003] However, existing solutions are mostly based on fixed master-slave relationships or lack a clear control determination mechanism. When a single path is abnormal, it is difficult to determine an effective control path in a timely manner, which can easily lead to master control switching delays.

[0004] Therefore, improving the accuracy of control determination in fault conditions under online control dynamic redundancy architecture has become an urgent technical problem to be solved. Summary of the Invention

[0005] The purpose of this invention is to provide a vehicle and its braking method, device, equipment, storage medium, and program product to solve the aforementioned technical problems. This method addresses scenarios involving the coordinated control of multiple main controllers in vehicle brake-by-wire systems. When the braking function is activated, it determines the current vehicle braking control authority based on the degree of braking capability failure of each main controller. The main controller that obtains control outputs braking control to the corresponding braking execution unit based on the vehicle's overall braking requirements, thereby achieving effective arbitration and unified braking control of vehicle braking control authority within a redundant architecture.

[0006] In a first aspect, the present invention provides a braking method for a vehicle, applied to a main braking controller, the method comprising:

[0007] If the vehicle's braking function is activated, the fault status information of this main braking controller is detected, and the fault status information of other main braking controllers is obtained; the fault status information characterizes the degree of failure of the braking capability of the main braking controller; this main braking controller and all other main braking controllers together constitute multiple main controllers for vehicle brake-by-wire.

[0008] The arbitration result is determined based on the fault status information of each brake master controller; the arbitration result indicates whether the vehicle is braked by this brake master controller.

[0009] If the arbitration result indicates that the vehicle is braked by the main brake controller, then the target braking torque of the vehicle is obtained, a braking control command is generated based on the target braking torque, and the braking control command and the fault status information of the main brake controller are sent to the corresponding braking execution unit. The braking execution unit is used to receive the braking control command and fault status information sent by each main brake controller. If braking control commands sent by at least two main brake controllers are received, then a target control command is selected from the braking control commands of at least one main brake controller based on the fault status information of each main brake controller, and the target control command is executed.

[0010] Secondly, the present invention provides a braking method for a vehicle, applied to a braking actuator unit, the method comprising:

[0011] Receive braking control commands and fault status information sent by each main braking controller; the fault status information characterizes the degree of failure of the braking capability of the main braking controller.

[0012] If braking control commands are received from at least two main braking controllers, a target control command is selected from the braking control commands of at least one main braking controller based on the fault status information of each main braking controller, and the target control command is executed. The main braking controller is used to detect its own fault status information and acquire the fault status information of other main braking controllers if the vehicle's braking function is activated. This main braking controller and all other main braking controllers together constitute multiple main controllers for vehicle brake-by-wire. An arbitration result is determined based on the fault status information of each main braking controller. The arbitration result indicates whether the vehicle is braked by this main braking controller. If the arbitration result indicates that the vehicle is braked by this main braking controller, the target braking torque of the entire vehicle is acquired, a braking control command is generated based on the target braking torque, and the braking control command and the fault status information of this main braking controller are sent to the corresponding braking execution unit.

[0013] Thirdly, the present invention provides a vehicle comprising at least two main braking controllers and four braking actuators; wherein...

[0014] The braking master controller is used to perform the method as described in the first aspect;

[0015] The braking actuation unit is used to perform the method as described in the second aspect.

[0016] Fourthly, the present invention provides a braking device for a vehicle, comprising:

[0017] The fault detection module is used to: detect the fault status information of this main brake controller and obtain the fault status information of other main brake controllers if the vehicle's braking function is activated; the fault status information represents the degree of failure of the braking capability of the main brake controller; this main brake controller and all other main brake controllers together constitute multiple main controllers for vehicle brake-by-wire.

[0018] The arbitration module is used to: determine the arbitration result based on the fault status information of each brake master controller; the arbitration result indicates whether the brake master controller should control the vehicle to brake.

[0019] The control module is configured to: if the arbitration result indicates that the vehicle is to be braked by the main brake controller, acquire the target braking torque of the vehicle, generate a braking control command based on the target braking torque, and send the braking control command and the fault status information of the main brake controller to the corresponding braking execution unit; the braking execution unit is configured to receive the braking control command and fault status information sent by each main brake controller; if at least two main brake controllers are received, select the target control command from the braking control commands of at least one main brake controller based on the fault status information of each main brake controller, and execute the target control command.

[0020] Fifthly, the present invention provides an electronic device, comprising: a processor, and a memory communicatively connected to the processor;

[0021] The memory stores computer-executed instructions;

[0022] The processor executes computer execution instructions stored in the memory to implement the method as described in the first aspect.

[0023] In a sixth aspect, the present invention provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method described in the first aspect.

[0024] In a seventh aspect, the present invention provides a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect.

[0025] This invention provides a vehicle and its braking method, device, equipment, storage medium, and program product. By detecting the fault status information of the main braking controller and obtaining the fault status information of other main braking controllers when the braking function is activated, and determining an arbitration result indicating whether the main braking controller should control the vehicle for braking based on the fault status information of each main braking controller, and when the arbitration result indicates that the main braking controller should control the vehicle for braking, the target braking torque of the entire vehicle is obtained, a braking control command is generated, and the braking control command and the fault status information of the main braking controller are sent to the corresponding braking execution unit. This enables accurate determination of the effective control path in fault conditions under an online control dynamic redundancy architecture and improves the real-time performance of main control switching, thereby ensuring the consistency of control execution by each braking execution unit and improving the response reliability of the vehicle braking system. Attached Figure Description

[0026] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0027] Figure 1 A flowchart illustrating the vehicle braking method provided in this embodiment of the invention. Figure 1 ;

[0028] Figure 2 A flowchart illustrating the vehicle braking method provided in this embodiment of the invention. Figure 2 ;

[0029] Figure 3 A flowchart illustrating the vehicle braking method provided in this embodiment of the invention. Figure 3 ;

[0030] Figure 4 A flowchart illustrating the vehicle braking method provided in this embodiment of the invention. Figure 4 ;

[0031] Figure 5 A flowchart illustrating the vehicle braking method provided in this embodiment of the invention. Figure 5 ;

[0032] Figure 6 A schematic diagram of the architecture of a vehicle brake-by-wire system provided in an embodiment of the present invention;

[0033] Figure 7 A schematic diagram of the structure of a vehicle braking device provided in an embodiment of the present invention;

[0034] Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention.

[0035] The accompanying drawings have illustrated specific embodiments of the invention, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the invention in any way, but rather to illustrate the concept of the invention to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0036] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0037] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0038] Braking-by-wire technology is applied to braking control scenarios in new energy vehicles and highly automated vehicles, and is particularly suitable for redundant braking systems employing multiple master brake controllers and multiple brake actuators. Such systems typically consist of a brake function activation unit, multiple master controllers, wheel-side actuators, and information exchange links between the controllers. They are used to calculate the target braking force, allocate control, and execute wheel braking when the driver brakes or the automated driving system initiates a braking request.

[0039] Existing brake-by-wire systems mostly adopt a dual-master or multi-master redundant architecture. Under normal conditions, the preset master controller outputs braking commands, and under abnormal conditions, the backup controller takes over. Its basic working mode is as follows: the master controller receives the braking request, calculates the target braking torque of the whole vehicle, and then distributes it to form control commands for each actuator and sends them to the corresponding wheel-side actuators to realize functions such as vehicle deceleration, parking hold, or emergency braking.

[0040] However, in practical applications, existing solutions lack clear, unified, and quantifiable criteria for determining control authority among multiple master controllers. When a single master controller experiences hardware malfunctions, communication failures, or partial functional degradation, the system often can only switch based on a fixed master-slave relationship or simple fault flags. This makes it difficult to reflect the true impact of different faults on braking capability in a timely manner, and can easily lead to problems such as delayed takeover, inaccurate control path selection, and failure of abnormal controllers to exit in a timely manner.

[0041] In situations where multiple main controllers may output commands concurrently, the aforementioned deficiencies will be further amplified. If the execution side lacks a judgment basis corresponding to the degree of failure of the main controller, it may be unable to quickly determine the effective control source when faced with multiple commands, resulting in inconsistent braking response and fluctuations in wheel-end torque distribution. In severe cases, this may affect the safety and stability of emergency braking, degraded operation, and the automatic driving failure takeover phase.

[0042] To address the aforementioned technical issues, the braking control process incorporates fault status information corresponding to the degree of braking capability failure, and uses this information as the basis for arbitrating control authority among multiple braking master controllers. After the braking function is activated, each master controller detects its own fault status and acquires the fault status of other master controllers, forming a unified judgment basis for braking capability within the same redundant architecture.

[0043] Based on this, each main controller determines the arbitration result according to its own and other main controllers' fault status information. Only the main controller that gains control obtains the target braking torque for the entire vehicle and generates braking control commands for each braking execution unit before sending them to the corresponding execution unit. This processing path can improve the accuracy of control determination under fault conditions, shorten the response time during the main controller switching process, and maintain the consistency of execution control.

[0044] The technical solution of the present invention and how the technical solution of the present invention solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0045] Figure 1 A flowchart illustrating the vehicle braking method provided in this embodiment of the invention. Figure 1 ,like Figure 1 As shown, the method is applied to the braking main controller, and the method includes:

[0046] S101: If the vehicle's braking function is activated, the fault status information of this main braking controller is detected, and the fault status information of other main braking controllers is obtained; the fault status information indicates the degree of failure of the braking capability of the main braking controller; this main braking controller and all other main braking controllers together constitute multiple main controllers for vehicle brake-by-wire.

[0047] For example, the vehicle includes at least two brake master controllers, and the method is applied to any one of the brake master controllers.

[0048] In this embodiment, the vehicle's braking function is used to determine whether to enter the current braking control process. The braking master controller is the core electronic control unit participating in redundant braking control. In this step, the braking master controller is the current controller executing the method. Other braking master controllers interact with the current controller through the vehicle communication network, jointly forming a multi-master controller architecture for vehicle brake-by-wire.

[0049] Fault status information is used to characterize the degree of failure of the braking capability of each brake master controller. For example, for the four wheels of a vehicle, fault status information can characterize whether the brake master controller has the ability to brake all four wheels, or only has the ability to brake some of the wheels, or has no braking capability for any of the four wheels.

[0050] In practice, after detecting that the braking function has been activated, the main brake controller checks its current fault status information. Fault status information of other main brake controllers can be obtained through the vehicle communication network. After this processing, the main brake controller can form a fault status set including its own and all other main brake controllers, and use this fault status set as input for subsequent control arbitration.

[0051] Based on the above analysis, this step maps the health status of multiple braking master controllers to the determination of braking capability failure, enabling subsequent arbitration to directly compare the capability status related to braking function. This allows the redundant braking architecture to still establish a basis for determining control authority when local failures, communication anomalies, or functional degradation occur.

[0052] S102: Determine the arbitration result based on the fault status information of each brake master controller; the arbitration result indicates whether the vehicle is to be braked by this brake master controller.

[0053] For example, the arbitration result indicates whether the current master brake controller has obtained vehicle braking control. Essentially, it determines which of the multiple master brake controllers should output a valid braking control command. The fault status information of each master brake controller is used as the basis for comparison in this step, including both the fault status information of the current master brake controller and fault status information obtained from other master brake controllers. Since the fault status information characterizes the degree of braking capability failure, the arbitration process is used to determine whether the current master brake controller should control the vehicle to brake at the current moment.

[0054] In practice, this main brake controller calls the arbitration module to generate an arbitration result based on the fault status information of each main brake controller. After generating the arbitration result, this main brake controller can write the arbitration result into the local control status register and simultaneously form a control authority flag for subsequent logic calls for brake torque acquisition and brake control command output.

[0055] If the arbitration result indicates that the main brake controller does not have control, the main brake controller will stop or suppress the output of effective braking control commands to the wheel side, and only retain the status monitoring and arbitration participation functions; if the arbitration result indicates that the main brake controller has control, the next braking control process will proceed.

[0056] Based on the above analysis, this step transforms the fault status information of multiple braking master controllers into control authority determination results, so that the control authority can correspond to the actual braking capability failure degree of each braking master controller. This forms a clear and consistent control source in the redundant braking architecture, and enables the execution side to carry out braking actions around a single effective braking master controller.

[0057] S103: If the arbitration result indicates that the vehicle is to be braked by this main brake controller, then the target braking torque of the whole vehicle is obtained, a braking control command is generated according to the target braking torque, and the braking control command and the fault status information of this main brake controller are sent to the corresponding braking execution unit.

[0058] For example, the target braking torque of the entire vehicle is the basic input for braking control. The braking actuator is the braking mechanism that actually acts on each wheel. Each braking actuator corresponds to one wheel and can be an electro-hydraulic brake actuator, an electromechanical brake actuator, or other wheel-end device that can receive electrical control commands and output braking force.

[0059] Braking control commands are used to drive the corresponding braking actuator to output the corresponding braking force. The braking control commands corresponding to different braking actuators are generally different. The form of the braking control command can be the braking torque, clamping force, hydraulic pressure, motor current value, or control message after protocol encoding corresponding to the braking actuator.

[0060] In practice, the main brake controller only acquires the target braking torque of the vehicle after the arbitration result confirms that it has control, and generates braking control commands for each braking actuator based on the target braking torque.

[0061] Subsequently, for each braking actuator, the main braking controller sends fault status information and the corresponding braking control command to the braking actuator according to a preset communication cycle. For each braking actuator, the braking actuator receives braking control commands and fault status information sent by each main braking controller; if it receives braking control commands from at least two main braking controllers, it selects the target control command from the braking control commands of at least one main braking controller based on the fault status information of each main braking controller, and executes the target control command.

[0062] After the braking control command is sent, the main braking controller can also receive execution confirmation information returned by each braking actuator, including message reception success flag, current output status of the braking actuator and actual braking force feedback, and update the braking control command accordingly in the next control cycle.

[0063] When the arbitration result continuously indicates that the vehicle is braked by this main brake controller, the above acquisition, generation and transmission processes are executed cyclically according to the control cycle; when the arbitration result of a subsequent cycle changes, this main brake controller stops outputting valid control messages, and the new main brake controller that obtains control takes over the output.

[0064] Based on the above analysis, this step directly constrains the control arbitration result to the target braking torque acquisition and braking control command output link, so that only the braking master controller that obtains control participates in the actual braking execution. This forms a unique and effective source of braking control commands in a redundant system with multiple braking master controllers, and converts the vehicle's braking demand into the execution actions of each wheel.

[0065] Based on the above analysis, this embodiment provides a vehicle braking method, including: after the vehicle's braking function is activated, detecting the fault status information of the current braking master controller and acquiring the fault status information of other braking master controllers; determining an arbitration result based on the fault status information of each braking master controller; and when the arbitration result indicates that the current braking master controller controls the vehicle to brake, acquiring the target braking torque of the entire vehicle; generating a braking control command based on the target braking torque; and sending the braking control command and the fault status information of the current braking master controller to the corresponding braking execution unit. In this embodiment, each braking master controller independently conducts arbitration. During the arbitration process, the fault status information of each braking master controller is used as the arbitration basis, and a correspondence is established between the arbitration result and the target braking torque acquisition and braking control command sending process. The control right determination among multiple braking master controllers has a consistent comparison basis, and the braking execution link only accepts the output of the braking master controller that has obtained control right, which can realize continuous braking control in the fault degradation scenario of the redundant line-of-sight braking system.

[0066] Figure 2 A flowchart illustrating the vehicle braking method provided in this embodiment of the invention. Figure 2 ,like Figure 2 As shown, in this embodiment... Figure 1 Based on the embodiment, S102 above will be further explained. The determination of the arbitration result based on the fault status information of each brake master controller includes:

[0067] Based on the fault status information of each brake master controller, the priority of each brake master controller is determined; the priority indicates the level of control of the brake master controller; if the priority of this brake master controller is the highest, then it is determined that this brake master controller will control the vehicle to brake.

[0068] The above methods include:

[0069] S201. If the vehicle's braking function is activated, the fault status information of this braking master controller is detected, and the fault status information of other braking master controllers is obtained.

[0070] S202. Determine the priority of each brake master controller based on the fault status information of each brake master controller; the priority indicates the level of control of the brake master controller.

[0071] For example, after completing fault detection, the main brake controller compares its fault status information with the received fault status information of other main brake controllers, and determines the priority of each main brake controller according to a preset priority mapping relationship. The mapping relationship can be stored in the read-only memory inside the main brake controller, and the priority can be set according to the failure level of the fault status, with a higher priority corresponding to a lower failure level.

[0072] S203. If the main brake controller has the highest priority, then the vehicle will be braked by the main brake controller.

[0073] For example, when the comparison result shows that the priority of this brake master controller is higher than that of other brake master controllers, this brake master controller outputs a brake control right winning flag, outputs a valid brake control command to the brake execution link, and blocks the brake output of other brake master controllers, so that the vehicle brake control is uniformly executed by this brake master controller.

[0074] S204. If the priority of this main brake controller is equal to the priority of all other main brake controllers, and this main brake controller is the preset default main controller, then it is determined that this main brake controller will control the vehicle to brake.

[0075] For example, if the comparison result shows that the priority of this brake master controller is equal to that of all other brake master controllers, then the default master controller identification information pre-stored in the brake master controller memory is further read to determine whether this brake master controller has the identity of the default master controller; when the identification information matches this brake master controller, the arbitration result of the brake control executed by this brake master controller is output, and the process of obtaining the target braking torque of the whole vehicle and generating the brake control command continues accordingly.

[0076] The default main controller can be a brake main controller that is pre-set by the user based on experience from multiple brake main controllers and has the best braking effect.

[0077] In terms of working principle, this processing method uses the default main controller identity as the final determination basis when the priority cannot distinguish the control authority, thus ensuring the uniqueness and certainty of the arbitration result. After obtaining the arbitration result, the main brake controller acts as the current brake control source and outputs corresponding brake control commands to each brake execution unit, thereby completing the vehicle braking control.

[0078] In this step, even when multiple brake master controllers have the same priority, a unique control source can still be determined. The arbitration result is less likely to be suspended or repeatedly switched, the ownership of control is more stable, and the output of brake control commands can also remain continuous and consistent.

[0079] S205. If the priority of this brake master controller is lower than the priority of any other brake master controller, then it is determined that the vehicle will not be braked by this brake master controller.

[0080] For example, if the comparison result shows that the priority of this brake master controller is lower than that of any other brake master controller, the arbitration result is set to "the vehicle is not controlled to brake by this brake master controller", and the generation of brake control commands for the brake execution unit is stopped.

[0081] This brake master controller can write the arbitration result into the control status register and close the communication channel related to the brake output through internal control logic, thereby allowing other brake master controllers with higher priority to take over the brake control.

[0082] In one specific implementation, after determining that it no longer has control, the main brake controller continues to monitor the vehicle's braking request, the status of other main brake controllers, and the current priority information, and re-participates in arbitration when a priority change is subsequently detected.

[0083] In this step, when the priority of this braking master controller is lower than that of any other braking master controller, the braking control qualification of this braking master controller can be directly excluded, so that the control right is concentrated in the braking master controller with higher priority, thereby making the braking arbitration result clear and consistent, and improving the control switching stability under the redundant braking architecture of multiple braking master controllers.

[0084] In this embodiment, since the determination of control is directly based on the fault status information and its corresponding priority, the main brake controller can complete a consistent arbitration decision when multiple main controllers coexist, and promptly acquire control when its own status meets the requirements, thereby matching the brake control with the current health status of the main brake controller and improving the accuracy and continuity of brake control switching.

[0085] S206. If the vehicle is braked by this main brake controller, the target braking torque of the vehicle is obtained, a braking control command is generated based on the target braking torque, and the braking control command and the fault status information of this main brake controller are sent to the corresponding braking execution unit.

[0086] Figure 3 A flowchart illustrating the vehicle braking method provided in this embodiment of the invention. Figure 3 ,like Figure 3 As shown, in this embodiment... Figure 1 Based on the embodiment, S101 and S103 above are further explained. The above detection of fault status information of this brake main controller includes:

[0087] Obtain the operating status information of this main brake controller; the operating status information characterizes the working status of the main brake controller itself, external sensors, brake actuators, communication links, and brake control functions; based on the operating status information, determine the fault status information of this main brake controller.

[0088] The above methods include:

[0089] S301. If the vehicle's braking function is activated, obtain the operating status information of this main braking controller; the operating status information represents the working status of the main braking controller itself, external sensors, braking actuators, communication links, and braking control functions.

[0090] For example, if the vehicle's braking function is activated, the operating status information of the main braking controller is obtained through the communication link of this main braking controller. The operating status information characterizes the working status of the main braking controller itself, external sensors, braking actuators, communication link, and braking control functions. For example, the operating status information includes, but is not limited to, at least one of the following:

[0091] The information collected by the brake pedal sensor, abnormal status information of the wheel brake actuator, sensor information collected by the wheel speed sensor, internal hardware and software fault information of this brake main controller, status information of the communication link associated with this brake main controller, information on the number of wheels controlled by this brake main controller, abnormal information of anti-lock braking function and vehicle stability braking control function, etc.

[0092] S302. Determine the fault status information of this brake main controller based on the operating status information.

[0093] For example, after acquiring the operating status information, the main braking controller compares each status item with preset normal thresholds, allowable fluctuation ranges, or fault criteria, and merges the fault states according to the number, duration, and type of abnormal items, outputting fault status information corresponding to the degree of braking capability failure. Each status item can be, for example, an abnormal main control processor reset, a computation timeout, loss of key sensor input, interruption of communication with the execution layer, or a degradation of the braking torque estimation function.

[0094] Fault status information can be represented as different levels such as normal, mild degradation, severe degradation or failure, or it can be represented as a corresponding set of fault symbols, so that subsequent arbitration can determine whether the main brake controller has braking control capability based on the fault status information.

[0095] In some specific implementations, determining the fault status information of the main brake controller based on the operating status information includes:

[0096] Based on the operating status information, determine the operating fault information; the operating fault information characterizes the scope of the fault impact and the severity of the fault in the main brake controller; based on the operating fault information, determine the fault status information of this main brake controller.

[0097] For example, after receiving the operating status information generated by periodic sampling or event triggering, the main braking controller performs consistency verification, threshold comparison, and correlation analysis on each status variable. If communication timeout, calculation anomaly, braking execution feedback deviation, or peripheral mismatch is detected, the corresponding anomaly is mapped to operating fault information. Operating fault information can be divided into local, link-level, or system-wide levels according to the scope of fault impact, and into mild, moderate, or severe levels according to the severity of the fault.

[0098] Based on this mapping relationship, the main brake controller maps the operational fault information into fault status information, giving the fault judgment process a clear intermediate representation quantity. This enables the abnormal phenomena to be correlated with the degree and scope of the fault, making the status judgment results of the main brake controller more consistent and comparable, and providing a stable fault basis for subsequent arbitration control.

[0099] For example, the mapping relationship maps the operating status information to any of the following states: first fault state, second fault state, third fault state, fourth fault state, and fifth fault state. The first fault state indicates no systemic fault; the second fault state indicates a minor fault, in which case the fault does not affect the normal operation of any braking function of the main brake controller; the third fault state indicates a minor braking force fault, in which case the main brake controller has a strong braking backup capability (e.g., two-wheel or three-wheel braking backup capability); the fourth fault state indicates a moderate braking force fault, in which case the main brake controller has a single-wheel braking backup capability; and the fifth fault state indicates a severe braking force fault, in which case the main brake controller has no braking backup capability.

[0100] In this embodiment, by using the operational performance of the main brake controller itself and its associated objects as a unified judgment basis, the fault status information is kept in correspondence with the actual braking working capacity, and a consistent input can be provided for the determination of control rights among multiple main brake controllers.

[0101] S303. Determine the arbitration result based on the fault status information of each brake master controller.

[0102] For example, when the fault status information is one of the first to the fifth fault status, when comparing the fault status information of each brake master controller to determine the arbitration result, the priority judgment rule is specified as follows: the first fault status is greater than the second fault status, the second fault status is greater than the third fault status, the third fault status is greater than the fourth fault status, and the fourth fault status is greater than the fifth fault status.

[0103] For example, if a vehicle has two master brake controllers, and the fault status information of the first master brake controller is the fourth fault state while the fault status information of the second master brake controller is the first fault state, then the second master brake controller has a higher priority, meaning it has greater control. If the fault status information of both the first and second master brake controllers is the first fault state, then the first and second master brake controllers have the same priority. However, if the default master controller is set to be the first master brake controller, then the first master brake controller has greater control.

[0104] S304. If the arbitration result indicates that the vehicle is to be braked by this main brake controller, then the target braking torque of the whole vehicle is obtained, a braking control command is generated according to the target braking torque, and the braking control command and the fault status information of this main brake controller are sent to the corresponding braking execution unit.

[0105] In this embodiment, generating braking control commands based on the target braking torque includes:

[0106] Based on the target braking torque, the wheel braking force distribution is executed to obtain the sub-braking torque corresponding to each wheel; based on the sub-braking torque corresponding to each wheel, the braking control command of the braking execution unit corresponding to each wheel is generated.

[0107] For example, after receiving the target braking torque of the whole vehicle, the main braking controller distributes the braking force of the front and rear axles and the left and right wheels according to the wheel load distribution, adhesion coefficient, axle load transfer and vehicle longitudinal stability constraints, so as to obtain the sub-braking torque corresponding to each wheel.

[0108] Subsequently, the main brake controller maps each sub-brake torque to a control quantity that can be recognized by the corresponding wheel brake actuator, generates a brake control command that corresponds to each wheel, and then sends it to the corresponding brake actuator through the communication link.

[0109] In this step, the vehicle's braking demand can be decomposed and executed at each wheel end. The wheel end control quantity is consistent with the target braking torque, thereby achieving coordinated braking of each wheel and maintaining the accuracy of braking control distribution and consistency of execution.

[0110] Figure 4 A flowchart illustrating the vehicle braking method provided in this embodiment of the invention. Figure 4 ,like Figure 4 As shown, in this embodiment... Figure 1 Based on the embodiments, the process for determining whether the vehicle's braking function is activated is further explained. The above method includes:

[0111] S401. Obtain the operation information of the brake pedal; the operation information represents the braking action and depth of the brake pedal. The operation information is collected by the brake pedal sensor corresponding to this brake master controller. Different brake master controllers correspond to different brake pedal sensors.

[0112] For example, multiple brake pedal sensors are set up to collect the driver's brake pedal depressing action and depth. The collected driver's brake pedal depressing action and depth operation information is mapped one-to-one between the brake pedal sensors and the main brake controller. Since each main brake controller corresponds to its own pedal sensor, each main brake controller can independently determine the brake activation state based on its corresponding acquisition channel. This main brake controller obtains the operation information collected by the corresponding brake pedal sensor through a communication link and determines whether the vehicle has entered the brake function activation state accordingly.

[0113] S402. Based on the operation information, determine whether the vehicle's braking function has been activated.

[0114] For example, after receiving the operation information output by the corresponding brake pedal sensor, the main brake controller filters, identifies thresholds, and determines the state of the sampled signal to ascertain whether the pedal is effectively depressed and whether the depression depth meets preset activation conditions. Preset activation conditions may include a pedal displacement exceeding a threshold, a pedal pressure exceeding a threshold, or a pedaling duration meeting set requirements. Based on the identification result, the main brake controller outputs a brake function activation signal or an inactivation signal, and uses this determination result as input for subsequent brake control arbitration.

[0115] When the judgment result is activated, the subsequent braking capability failure detection and control arbitration logic are enabled; when the judgment result is not activated, the braking control related functions remain in standby mode.

[0116] In this embodiment, the activation determination of the vehicle braking function is directly based on the pedal action and the depth of pedal application. The source of the determination input is clear and corresponds one-to-one with each braking master controller, thereby making the activation recognition under the redundant braking architecture more stable and providing consistent triggering conditions for subsequent fault state detection and control arbitration.

[0117] In some specific implementations, determining whether the vehicle's braking function is activated based on operational information includes:

[0118] Based on a preset mapping relationship, the operation information is mapped into the target braking torque of the whole vehicle;

[0119] Based on the target braking torque, determine whether the vehicle's brake assist function and anti-lock braking system meet the corresponding activation conditions;

[0120] If it is determined that either the vehicle's brake assist function or the anti-lock braking system meets the corresponding activation condition, then the vehicle's braking function is activated.

[0121] For example, after the main brake controller acquires the operation information, it substitutes the collected pedal displacement, pedal pressure signal, or pedal switch quantity into a preset mapping relationship to obtain the target braking torque corresponding to the current braking request.

[0122] Subsequently, the main brake controller compares the target braking torque with a preset threshold, and, in conjunction with the brake pedal duration, wheel slip ratio, and current vehicle speed, determines whether the brake assist function and the anti-lock braking system meet their respective activation conditions.

[0123] The vehicle's braking function is activated when the target braking torque reaches the threshold corresponding to the brake assist function, or when the target braking torque and wheel slip state meet the intervention conditions of the anti-lock braking system. If either the brake assist function or the anti-lock braking system meets the conditions, a braking function activation signal is output for subsequent control arbitration and braking control command generation.

[0124] In these implementations, by mapping pedal operation information to target braking torque and determining the activation of brake assist function and anti-lock braking system based on this torque, the activation state of vehicle braking function can be matched with actual braking demand, thereby providing a consistent basis for subsequent brake master controller arbitration and braking execution, and keeping braking control stable under different braking intensities and different road conditions.

[0125] S403. If the vehicle's braking function is activated, detect the fault status information of this main brake controller and obtain the fault status information of other main brake controllers.

[0126] S404. Determine the arbitration result based on the fault status information of each brake master controller.

[0127] S405. If the arbitration result indicates that the vehicle should be braked by the main brake controller, then the target braking torque of the whole vehicle is obtained, a braking control command is generated according to the target braking torque, and the braking control command and the fault status information of the main brake controller are sent to the corresponding braking execution unit.

[0128] Figure 5 A flowchart illustrating the vehicle braking method provided in this embodiment of the invention. Figure 5 ,like Figure 5 As shown, the method is applied to a braking actuator unit, and the method includes:

[0129] S501: Receive braking control commands and fault status information sent by each braking master controller; the fault status information characterizes the degree of failure of the braking capability of the braking master controller.

[0130] For example, the braking execution unit, as the execution subject of this method, is set in the wheel-side braking link to receive control data sent by the upper-level controller and output corresponding braking actions accordingly. The braking master controller is the control subject that generates and sends braking control commands and fault status information. In a dual-master or multi-master redundant architecture, each braking master controller operates independently and is connected to the braking execution unit through a communication link.

[0131] Braking control commands are control information that drives the braking execution unit to perform specific braking actions. Their content may include at least one of the following: braking torque, clamping force, hydraulic pressure, motor braking current, braking establishment slope, braking release slope, and the timestamp corresponding to the time the command is generated.

[0132] Fault status information is used to characterize the degree of failure of the braking capability of the corresponding braking master controller. Instead of using a single fault flag bit to indicate whether there is a fault, status data reflecting the degree of failure provides a unified basis for subsequent multi-channel command screening. This fault status information can be represented by a level value, status code, numerical score or predefined identifier, where a lower degree of failure corresponds to a higher availability.

[0133] As an example, after the braking function is activated, each braking main controller synchronously sends braking control commands and fault status information according to a preset sending cycle. The sending cycle can be set to 5 milliseconds to 20 milliseconds. The braking execution unit receives multiple messages in each control cycle and completes data parsing based on the controller identifier, time information and data verification information in the messages.

[0134] Optionally, after receiving the message, the braking execution unit can perform correlation processing and validity verification on each braking control command and its corresponding fault status information for subsequent screening. If a certain communication is abnormal or the corresponding information is missing, the braking execution unit can perform subsequent processing based on the received fault status information.

[0135] In this step, the fault status information can be generated by the main brake controller based on its own hardware operating status, internal function monitoring results, communication status with external sensors, and the execution closed-loop feedback status. The brake actuator does not participate in the generation of the failure degree, but directly receives and uses the fault status information as a filtering input.

[0136] Based on the above analysis, this step, by synchronously receiving braking control commands from multiple braking master controllers and fault status information corresponding to the degree of braking capability failure at the execution layer, enables the braking execution unit to obtain a comparable set of inputs for the same braking cycle, thus establishing a unified data foundation for the selection of multiple control commands in the same cycle.

[0137] S502. If braking control commands are received from at least two main braking controllers, a target control command is selected from the braking control commands of at least one main braking controller based on the fault status information of each main braking controller, and the target control command is executed. The main braking controller is used to detect its own fault status information and obtain the fault status information of other main braking controllers if the vehicle's braking function is activated. This main braking controller and all other main braking controllers together constitute multiple main controllers for vehicle brake-by-wire. An arbitration result is determined based on the fault status information of each main braking controller. The arbitration result indicates whether the vehicle is braked by this main braking controller. If the arbitration result indicates that the vehicle is braked by this main braking controller, the target braking torque of the entire vehicle is obtained, a braking control command is generated based on the target braking torque, and the braking control command and the fault status information of this main braking controller are sent to the corresponding braking execution unit.

[0138] For example, if a hardware or software fault occurs in the main brake controller, the brake execution unit may simultaneously receive brake control commands from multiple main brake controllers. When the brake execution unit detects that at least two main brake controllers have sent brake control commands within the same control cycle, it enters a multi-command filtering process.

[0139] The target control command, selected from multiple candidate braking control commands, is the final control input used to drive the braking actuator. The selection is based on the fault status information of each main braking controller, meaning the control command to be used is determined according to the degree of failure of each main braking controller's braking capability. The braking actuator then selects the target control command from the multiple commands and executes it, ensuring that only one valid input is available for the current braking control at any given time.

[0140] In practice, the braking execution unit first checks the validity of multiple data streams received within the current control cycle, and then filters them based on the fault status information of each braking master controller. If the fault status information of multiple braking master controllers can distinguish the degree of braking capability failure, the target control command can be selected from the corresponding braking control commands accordingly. If the fault status information of multiple braking master controllers cannot be directly distinguished, further filtering can be performed based on preset rules, such as selecting the control command sent by the preset default braking master controller as the target control command. The braking control command determined after filtering is the target control command.

[0141] After completing the target control command screening, the braking actuator converts the target control command into a local execution quantity and outputs it to the corresponding actuator. Taking the electric braking actuator as an example, if the target control command is clamping force, the braking actuator uses a closed-loop control algorithm to drive the actuator motor to establish the corresponding clamping force based on the motor position, lead screw displacement, or clamping force sensor feedback; if the target control command is hydraulic pressure, the braking actuator controls the pump, motor, or solenoid valve assembly to adjust the wheel cylinder pressure; if the target control command is braking torque, the braking torque is converted into current, displacement, or pressure control quantities based on the current wheel speed, brake model, and actuator calibration parameters.

[0142] During execution, the braking actuator continuously monitors its own working status. When the local actuator is in an executable state, it directly outputs braking action according to the target control command. When the local actuator has constraints such as travel limit, thermal protection, or power supply limitation, the braking actuator can adjust the target control command locally before execution.

[0143] Based on the above analysis, this step uses fault status information as the basis for execution layer screening. The braking execution unit can select the target control command based on the degree of braking capability failure and maintain a single, clear and continuous input path when multiple braking main controllers output commands concurrently, thereby reducing control conflicts and torque fluctuations caused by concurrent commands.

[0144] In some specific implementations, the above-mentioned selection of target control commands from the braking control commands of at least one braking master controller based on the fault status information of each braking master controller includes:

[0145] Based on the fault status information of each brake master controller, the priority of each brake master controller is determined; the priority indicates the level of control power of the brake master controller.

[0146] The braking control command of the highest priority braking master controller is used as the target control command.

[0147] For example, after the braking execution unit or independent arbitration unit receives the fault status information and braking control command sent by each braking master controller, it first parses the fault status information, then determines the priority value of each braking master controller according to the preset mapping table, and then compares the priority values, selects the braking control command corresponding to the braking master controller with the highest value or the highest level as the target control command, and the target control command is the only valid command for subsequent braking execution.

[0148] For example, when one brake master controller is in a completely normal state while another brake master controller has some functional degradation, the former has a higher priority than the latter; when multiple brake master controllers are in an abnormal state, the comparison continues according to the abnormality level, and the one with the highest priority still outputs the control command.

[0149] In these implementations, by generating the priority of each brake master controller based on the fault status information of each brake master controller, and taking the brake control command of the brake master controller with the highest priority as the target control command, the brake execution side can quickly determine the valid source among multiple concurrent commands, and directly use the fault status for control arbitration, thereby making the brake control results consistent and continuous.

[0150] S503. If only one braking control command is received from the main braking controller, then the braking control command sent by the main braking controller shall be used as the target control command and executed.

[0151] For example, when the braking actuator receives only one valid command through the communication link, the communication interface performs integrity verification and source identification confirmation on the command, and directly determines the confirmed single command as the target control command, without performing multi-command arbitration processing.

[0152] Subsequently, the braking actuator converts the target control command into the corresponding solenoid valve drive signal, hydraulic adjustment signal or motor execution signal, and outputs it to the braking actuator to complete the establishment of wheel-end braking force.

[0153] In this step, when the braking execution unit determines that only a single master control output exists, or when only one usable command is retained due to communication interruption or fault degradation of other braking master controllers, the braking execution unit directly uses this single command as the target control command. This eliminates the intermediate steps of repeated judgment and reallocation, ensuring the continuity of the braking control link. This processing method enables the execution side to quickly complete command reception, confirmation, and execution under a single control source condition, while maintaining the consistency and stability of the braking response.

[0154] Based on the above analysis, this embodiment provides a vehicle braking method, including: receiving braking control commands and fault status information sent by each braking master controller, wherein the fault status information characterizes the degree of failure of the braking capability of the braking master controller; if braking control commands are received from at least two braking master controllers, then, based on the fault status information of each braking master controller, selecting a target control command from the braking control commands of at least one braking master controller, and executing the target control command. In this embodiment, the execution layer no longer processes multiple braking commands solely based on a preset master-slave relationship or a single fault flag, but instead completes the control source selection based on the fault status information corresponding to the degree of braking capability failure, and executes only the target control command after the selection is completed. This ensures that the control authority determination when multiple braking master controllers output concurrently has a unified basis, maintaining the consistency and continuity of braking response under fault, degradation, and switching conditions.

[0155] This invention also provides a vehicle, which includes at least two main brake controllers and four brake actuators; wherein the main brake controllers are used to execute the above-described method applied to the main brake controllers; and the brake actuators are used to execute the above-described method applied to the brake actuators.

[0156] For example, the vehicle includes two master brake controllers and four brake actuators. Figure 6 This is a schematic diagram of the architecture of a vehicle's brake-by-wire system provided in an embodiment of the present invention, as shown below. Figure 6 As shown, the two main brake controllers are EMB (Electro-Mechanical Brake) main controller 1 and EMB main controller 2. The four brake actuators correspond to the four wheel brake actuators, including the left front EMB actuator, right front EMB actuator, left rear EMB actuator, and right rear EMB actuator.

[0157] EMB Master Control 1 includes: EMB Master Control 1 Functional Module, EMB Master Control 1 Fault Detection Module, EMB Master Control 1 Arbitration Module, and EMB Master Control 1 Control Module; EMB Master Control 2 includes: EMB Master Control 2 Functional Module, EMB Master Control 2 Fault Detection Module, EMB Master Control 2 Arbitration Module, and EMB Master Control 2 Control Module.

[0158] EMB main controller 1 obtains brake pedal operation information through brake pedal sensor 1, and EMB main controller 2 obtains brake pedal operation information through brake pedal sensor 2.

[0159] The vehicle also includes a human-machine interface unit for driver-vehicle interaction.

[0160] The functional safety standards of EMB Master 1, EMB Master 2, EMB Master 1 Functional Module, EMB Master 1 Fault Detection Module, EMB Master 1 Arbitration Module, EMB Master 1 Control Module, EMB Master 2 Functional Module, EMB Master 2 Fault Detection Module, EMB Master 2 Arbitration Module, EMB Master 2 Control Module, Front Left EMB Execution Unit, Front Right EMB Execution Unit, Rear Left EMB Execution Unit, Rear Right EMB Execution Unit, Brake Pedal Sensor 1, and Brake Pedal Sensor 2 are higher than the functional safety standards of the Human-Machine Interface Unit.

[0161] EMB Master 1 and EMB Master 2 transmit data via an independent CAN (Controller Area Network) bus; the left front EMB actuator, right front EMB actuator, left rear EMB actuator, and right rear EMB actuator transmit data with EMB Master 1 and EMB Master 2 via independent CAN buses respectively; the human-machine interface unit transmits data with EMB Master 1 and EMB Master 2 via independent CAN buses respectively; brake pedal sensor 1 transmits data with EMB Master 1 via a hard wire; brake pedal sensor 2 transmits data with EMB Master 2 via a hard wire.

[0162] The EMB Master Control 1 and EMB Master Control 2 modules are used to determine whether the vehicle's braking function is activated; the EMB Master Control 1 fault detection module and EMB Master Control 2 fault detection module are used to detect fault status information; the EMB Master Control 1 arbitration module and EMB Master Control 2 arbitration module are used to perform arbitration to select a braking master controller for actual braking control; the EMB Master Control 1 control module and EMB Master Control 2 control module are used to generate and send braking control commands.

[0163] Specifically, after the vehicle is powered on and started, the brake-by-wire system is simultaneously powered on and started. The EMB master control module 1 and the EMB master control module 2 independently and in parallel perform functional logic judgments to determine whether the brake assist function and anti-lock braking system need to be activated. The EMB master control module 1 inputs its judgment result to the EMB master control module 1 fault detection module, and the EMB master control module 2 inputs its judgment result to the EMB master control module 2 fault detection module. If the vehicle's braking function is activated, the EMB master control module 1 and the EMB master control module 2 each determine their own fault status and inform both master controllers via the CAN bus. The EMB master control module 1 and the EMB master control module 2 arbitration modules each perform master controller arbitration to determine whether they can act as the actual master controller. The EMB master control module 1 arbitration module inputs its arbitration result to the EMB master control module 1, and the EMB master control module 2 arbitration module inputs its arbitration result to the EMB master control module 2. Based on the arbitration results they receive, the EMB master control module 1 and the EMB master control module 2 determine whether to output braking control commands.

[0164] The front left, front right, rear left, and rear right EMB execution units all receive braking control commands from EMB Master Control 1 and EMB Master Control 2 modules, and acquire fault status information detected by the fault detection modules of EMB Master Control 1 and EMB Master Control 2. For any execution unit, if only one braking control command from an EMB Master Control module is received, that command is executed directly. If braking control commands from both EMB Master Control 1 and EMB Master Control 2 are received simultaneously, the fault status information of EMB Master Control 1 and EMB Master Control 2 is compared, and the braking control command from the higher-priority EMB Master Control module is responded to.

[0165] By integrating at least two main brake controllers and four brake actuators into the same vehicle, and having the main brake controllers perform the fault state detection, fault state acquisition, control arbitration, target braking torque acquisition, and brake control command generation and transmission processes described above, each main controller can form a unified arbitration basis based on the fault state information corresponding to the degree of brake capability failure, thereby accurately determining the effective control source under conditions of multiple main controllers coexisting or abnormal switching.

[0166] After the braking execution unit executes the above method, it can implement wheel-end braking control according to the braking control command sent by the braking master controller that has obtained control. This makes the execution judgment in the multi-command scenario clearer, thereby reducing control switching lag and avoiding interference caused by the continuous output of abnormal controllers. Therefore, it can improve the braking consistency, response speed and fault degradation operation safety of the redundant braking system in new energy vehicles and high-level autonomous driving vehicles.

[0167] Figure 7 This is a schematic diagram of the structure of a vehicle braking device provided in an embodiment of the present invention, as shown below. Figure 7 As shown, the vehicle's braking device 70 includes:

[0168] The fault detection module 701 is used to: detect the fault status information of this main brake controller and obtain the fault status information of other main brake controllers if the vehicle's braking function is activated; the fault status information characterizes the degree of failure of the braking capability of the main brake controller; this main brake controller and all other main brake controllers together form multiple main controllers for vehicle brake-by-wire.

[0169] Arbitration module 702 is used to: determine the arbitration result based on the fault status information of each brake master controller; the arbitration result indicates whether the brake master controller should control the vehicle to brake.

[0170] The control module 703 is used to: if the arbitration result indicates that the vehicle is to be braked by the main brake controller, then obtain the target braking torque of the vehicle, generate a braking control command based on the target braking torque, and send the braking control command and the fault status information of the main brake controller to the corresponding braking execution unit; the braking execution unit is used to receive the braking control command and fault status information sent by each main brake controller; if at least two main brake controllers are received, then the target control command is selected from the braking control commands of at least one main brake controller based on the fault status information of each main brake controller, and the target control command is executed.

[0171] In one implementation, the arbitration module 702 is further configured to: determine the priority of each brake master controller based on the fault status information of each brake master controller; the priority indicates the level of control power of the brake master controller.

[0172] If the main brake controller has the highest priority, then it will be determined that the main brake controller will control the vehicle to brake.

[0173] In one embodiment, the arbitration module 702 is further configured to: if the priority of this brake master controller is equal to the priority of all other brake master controllers, and this brake master controller is a preset default master controller, then determine that the brake master controller shall control the vehicle to brake.

[0174] In one embodiment, the arbitration module 702 is further configured to: determine that the vehicle will not be braked by the current brake master controller if the priority of the current brake master controller is lower than the priority of any other brake master controller.

[0175] In one embodiment, the fault detection module 701 is further configured to: acquire the operating status information of the main brake controller; the operating status information characterizes the working status of the main brake controller itself, peripheral sensors, brake actuators, communication links, and brake control functions;

[0176] Based on the operating status information, determine the fault status information of this brake main controller.

[0177] In one embodiment, the fault detection module 701 is further configured to:

[0178] Based on the operating status information, the operating fault information is determined; the operating fault information characterizes the scope of the fault impact and the severity of the fault in the braking main controller;

[0179] Based on the operational fault information, determine the fault status information of this brake main controller.

[0180] In one embodiment, the control module 703 is further configured to:

[0181] Based on the target braking torque, wheel braking force distribution is performed to obtain the sub-braking torque corresponding to each wheel;

[0182] Based on the sub-braking torque corresponding to each wheel, braking control commands are generated for the braking actuators corresponding to each wheel.

[0183] In one embodiment, the vehicle's braking device 70 further includes a functional module for: acquiring operation information of the brake pedal; the operation information characterizes the braking pedal's depressing action and depressing depth, and the operation information is acquired by the brake pedal sensor corresponding to this main brake controller, with different main brake controllers corresponding to different brake pedal sensors.

[0184] Based on the operation information, determine whether the vehicle's braking function has been activated.

[0185] In one implementation, the functional module is further configured to: map the operation information into the target braking torque of the whole vehicle based on a preset mapping relationship.

[0186] Based on the target braking torque, determine whether the vehicle's brake assist function and anti-lock braking system meet the corresponding activation conditions;

[0187] If it is determined that either the vehicle's brake assist function or the anti-lock braking system meets the corresponding activation condition, then the vehicle's braking function is activated.

[0188] An embodiment of the present invention also provides a vehicle braking device, the vehicle braking device comprising:

[0189] The receiving module is used to: receive braking control commands and fault status information sent by each braking master controller; the fault status information characterizes the degree of failure of the braking capability of the braking master controller.

[0190] The execution module is configured to: if it receives braking control commands from at least two main braking controllers, select a target control command from the braking control commands of at least one main braking controller based on the fault status information of each main braking controller, and execute the target control command; wherein, if the braking function of the vehicle is activated, the main braking controller is configured to detect its own fault status information and obtain the fault status information of other main braking controllers; the main braking controller and all other main braking controllers together constitute multiple main controllers for vehicle brake-by-wire; determine the arbitration result based on the fault status information of each main braking controller; the arbitration result indicates whether the main braking controller controls the vehicle to brake; if the arbitration result indicates that the main braking controller controls the vehicle to brake, obtain the target braking torque of the whole vehicle, generate a braking control command based on the target braking torque, and send the braking control command and the fault status information of the main braking controller to the corresponding braking execution unit.

[0191] In one implementation, the execution module is further configured to: determine the priority of each brake master controller based on the fault status information of each brake master controller; the priority represents the level of control power of the brake master controller.

[0192] The braking control command of the highest priority braking master controller is used as the target control command.

[0193] In one embodiment, the execution module is further configured to: if only one braking control command is received from a braking master controller, then take the braking control command sent by the braking master controller as the target control command and execute the target control command.

[0194] Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention, such as... Figure 8 As shown, the electronic device 80 provided in this embodiment includes at least one processor 801 and a memory 802. Optionally, the electronic device 80 further includes a communication component 803. The processor 801, memory 802, and communication component 803 are connected via a bus.

[0195] In a specific implementation, at least one processor 801 executes computer execution instructions stored in memory 802, causing at least one processor 801 to execute a braking method applied to the vehicle's main brake controller.

[0196] The specific implementation process of processor 801 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0197] This invention also provides an electronic device, including at least one processor and a memory, wherein the memory stores computer execution instructions, and the processor executes the computer execution instructions stored in the memory to implement a braking method for a vehicle applied to a braking actuator.

[0198] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0199] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0200] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0201] This invention also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described braking method for a vehicle applied to a brake master controller.

[0202] This invention also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described braking method for a vehicle applied to a braking actuator unit.

[0203] This invention also provides a computer-readable storage medium storing computer-executable instructions. When a processor executes the computer-executable instructions, the above-described braking method for a vehicle applied to a braking master controller is implemented.

[0204] This invention also provides a computer-readable storage medium storing computer-executable instructions. When a processor executes the computer-executable instructions, the above-described braking method for a vehicle applied to a braking actuator is implemented.

[0205] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0206] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0207] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0208] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0209] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0210] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. 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.

[0211] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0212] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. A braking method for a vehicle, characterized in that, Applied to a brake master controller, the method includes: If the vehicle's braking function is activated, the fault status information of this main braking controller is detected, and the fault status information of other main braking controllers is obtained; the fault status information characterizes the degree of failure of the braking capability of the main braking controller; this main braking controller and all other main braking controllers together constitute multiple main controllers for vehicle brake-by-wire. The arbitration result is determined based on the fault status information of each brake master controller; the arbitration result indicates whether the vehicle is braked by this brake master controller. If the arbitration result indicates that the vehicle is braked by the main brake controller, then the target braking torque of the vehicle is obtained, a braking control command is generated based on the target braking torque, and the braking control command and the fault status information of the main brake controller are sent to the corresponding braking execution unit. The braking execution unit is used to receive the braking control command and fault status information sent by each main brake controller. If braking control commands sent by at least two main brake controllers are received, then a target control command is selected from the braking control commands of at least one main brake controller based on the fault status information of each main brake controller, and the target control command is executed.

2. The method according to claim 1, characterized in that, Based on the fault status information of each brake master controller, the arbitration result is determined, including: Based on the fault status information of each brake master controller, the priority of each brake master controller is determined; the priority represents the level of control power of the brake master controller. If the main brake controller has the highest priority, then it will be determined that the main brake controller will control the vehicle to brake.

3. The method according to claim 2, characterized in that, The method further includes: If the priority of this brake master controller is equal to the priority of all other brake master controllers, and this brake master controller is the preset default master controller, then it is determined that this brake master controller will control the vehicle to brake.

4. The method according to claim 2, characterized in that, The method further includes: If the priority of this brake master controller is lower than that of any other brake master controller, then it is determined that this brake master controller will not control the vehicle to brake.

5. The method according to claim 1, characterized in that, The fault status information of this brake main controller is detected, including: Obtain the operating status information of this main brake controller; the operating status information represents the working status of the main brake controller itself, external sensors, brake actuators, communication links, and brake control functions; Based on the operating status information, the fault status information of this braking main controller is determined.

6. The method according to claim 5, characterized in that, Based on the aforementioned operating status information, the fault status information of this braking main controller is determined, including: Based on the operating status information, operating fault information is determined; the operating fault information characterizes the scope of the fault impact and the severity of the fault in the braking main controller; Based on the operational fault information, the fault status information of this braking main controller is determined.

7. The method according to claim 1, characterized in that, Based on the target braking torque, a braking control command is generated, including: Based on the target braking torque, wheel braking force distribution is performed to obtain the sub-braking torque corresponding to each wheel; Based on the sub-braking torque corresponding to each wheel, braking control commands are generated for the braking actuators corresponding to each wheel.

8. The method according to any one of claims 1-7, characterized in that, The method further includes: The operation information of the brake pedal is acquired; the operation information represents the braking action and the depth of the brake pedal. The operation information is acquired by the brake pedal sensor corresponding to this brake master controller. Different brake master controllers correspond to different brake pedal sensors. Based on the operation information, determine whether the vehicle's braking function is activated.

9. The method according to claim 8, characterized in that, Based on the aforementioned operation information, determine whether the vehicle's braking function is activated, including: Based on a preset mapping relationship, the operation information is mapped into the target braking torque of the entire vehicle; Based on the target braking torque, determine whether the vehicle's brake assist function and anti-lock braking system meet the corresponding activation conditions. If it is determined that either the vehicle's brake assist function or the anti-lock braking system meets the corresponding activation condition, then the vehicle's braking function is activated.

10. A braking method for a vehicle, characterized in that, Applied to a braking actuator, the method includes: Receive braking control commands and fault status information sent by each braking master controller; the fault status information characterizes the degree of failure of the braking capability of the braking master controller. If braking control commands are received from at least two main braking controllers, a target control command is selected from the braking control commands of at least one main braking controller based on the fault status information of each main braking controller, and the target control command is executed. The main braking controller is used to detect its own fault status information and acquire the fault status information of other main braking controllers if the vehicle's braking function is activated. This main braking controller and all other main braking controllers together constitute multiple main controllers for vehicle brake-by-wire. An arbitration result is determined based on the fault status information of each main braking controller. The arbitration result indicates whether the vehicle is braked by this main braking controller. If the arbitration result indicates that the vehicle is braked by this main braking controller, the target braking torque of the entire vehicle is acquired, a braking control command is generated based on the target braking torque, and the braking control command and the fault status information of this main braking controller are sent to the corresponding braking execution unit.

11. The method according to claim 10, characterized in that, Based on the fault status information of each brake master controller, target control commands are selected from the brake control commands of at least one brake master controller, including: Based on the fault status information of each brake master controller, the priority of each brake master controller is determined; the priority represents the level of control power of the brake master controller. The braking control command of the highest priority braking master controller is used as the target control command.

12. The method according to claim 10, characterized in that, The method further includes: If only one braking control command is received from the main braking controller, then the braking control command sent by the main braking controller is taken as the target control command and the target control command is executed.

13. A vehicle, characterized in that, The vehicle includes at least two main brake controllers and four brake actuators; wherein... The braking master controller is used to perform the method as described in any one of claims 1-9; The braking actuation unit is used to perform the method as described in any one of claims 10-12.

14. A braking device for a vehicle, characterized in that, include: The fault detection module is used to: detect the fault status information of this main brake controller and obtain the fault status information of other main brake controllers if the vehicle's braking function is activated; the fault status information represents the degree of failure of the braking capability of the main brake controller; this main brake controller and all other main brake controllers together constitute multiple main controllers for vehicle brake-by-wire. The arbitration module is used to: determine the arbitration result based on the fault status information of each brake master controller; the arbitration result indicates whether the brake master controller should control the vehicle to brake. The control module is configured to: if the arbitration result indicates that the vehicle is to be braked by the main brake controller, acquire the target braking torque of the vehicle, generate a braking control command based on the target braking torque, and send the braking control command and the fault status information of the main brake controller to the corresponding braking execution unit; the braking execution unit is configured to receive the braking control command and fault status information sent by each main brake controller; if at least two main brake controllers are received, select the target control command from the braking control commands of at least one main brake controller based on the fault status information of each main brake controller, and execute the target control command.

15. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1-9.

16. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-9.

17. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method of any one of claims 1-9.

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