Actuator response method and vehicle

Abstract

The present application relates to the technical field of vehicle braking, and provides an actuator response method and a vehicle. The actuator response method comprises: acquiring monitoring information of a vehicle; on the basis of the monitoring information, determining whether actuators of the vehicle fail, wherein the failure comprises complete failure and partial failure, and the actuators are arranged on wheel ends and include at least four wheel edge actuators; if each actuator completely fails, prompting a first fault level by means of a human-machine interaction interface, not executing wheel edge braking, and using energy recovery to perform braking; and if the actuator partially fails, prompting a second fault level by means of the human-machine interaction interface, reducing the braking force of a caliper, and increasing the energy recovery strength. By setting a safety redundancy scheme and designing a failure operation strategy, the safety and reliability of the whole vehicle braking process are improved.

Description

Actuator response method and vehicle

[0001] Cross-references

[0002] This application refers to Chinese Patent Application No. 202311796617.4 filed on December 25, 2023, entitled “Actuator Response Method and Vehicle”, which is incorporated herein by reference in its entirety. Technical Field

[0003] The present application relates to the field of vehicle braking technology, and in particular to an actuator response method and a vehicle. Background Art

[0004] In recent years, the use of new energy vehicles has become increasingly widespread. Braking performance is a key performance indicator for vehicles and is directly related to traffic safety. The electronic mechanical brake (EMB) system is currently a hot topic in the field of drive-by-wire chassis. Using an electronic controller and mechanical actuator to directly apply braking force to the wheel, this significantly reduces the number of system components while offering faster response speeds and greater wheel-end actuation flexibility, making it a highly integrated solution for braking systems. The EMB system is currently a hot topic in the field of intelligent vehicles. It completely replaces traditional hydraulic lines with electronic control, achieving complete decoupling of the braking system, streamlining the structure, and improving response speed and execution efficiency, facilitating the development of chassis-domain control and intelligent driving technologies.

[0005] The inventors discovered that the relevant technologies have at least the following problems: since the original hydraulic backup redundancy has been eliminated and the requirements for vehicle software and hardware functional safety are becoming increasingly stringent, the safety and reliability of the EMB system have also been placed on higher requirements; it is urgent to develop a solution with safety redundancy, determine an EMB system control architecture that meets safety goals, and design a failure operation strategy based on this system architecture.

[0006] Summary of the Invention

[0007] An embodiment of the present application provides an actuator response method, which includes: obtaining monitoring information of a vehicle; determining whether the actuator of the vehicle has failed based on the monitoring information, and the failure includes complete failure and partial failure; the actuator is arranged at the wheel end, including at least four wheel-side actuators; if the actuator fails completely, a first fault level is prompted through a human-computer interaction interface, wheel-side braking is not performed, and energy recovery is used for braking; if the actuator partially fails, a second fault level is prompted through the human-computer interaction interface, the caliper braking force is reduced, and the energy recovery force is increased.

[0008] Wherein, when the braking on one side of the vehicle completely fails, it includes: cutting off the power supply of the wheel-side actuator on the other side of the vehicle, and not executing the braking function on the other side.

[0009] Among them, the front axle of the vehicle includes a first wheel-side actuator and a second wheel-side actuator, and the first wheel-side actuator and the second wheel-side actuator are coaxial wheel-side actuators on opposite sides of each other; the rear axle of the vehicle includes a third wheel-side actuator and a fourth wheel-side actuator, and the third wheel-side actuator and the fourth wheel-side actuator are coaxial wheel-side actuators on opposite sides of each other; the first wheel-side actuator and the third wheel-side actuator are wheel-side actuators on the same side of each other with different axes, and the second wheel-side actuator and the fourth wheel-side actuator are wheel-side actuators on the same side of each other with different axes; when some wheel-side actuators fail to brake, braking force distribution is performed, and the braking force distribution includes: determining the failed wheel-side actuator with braking failure; obtaining the first braking force to be distributed from the failed wheel-side actuator; and distributing the first braking force to other wheel-side actuators according to a preset distribution principle.

[0010] Among them, the preset distribution principle includes the diagonal principle. When a wheel-side actuator fails, the first braking force is distributed to the coaxial wheel-side actuator on the opposite side of the failed wheel-side actuator and the wheel-side actuator on the same side of the failed wheel-side actuator; the first braking force distribution ratio β is obtained, and according to the first braking force distribution ratio β, the first braking force is distributed to the coaxial wheel-side actuator and the wheel-side actuator on the same side corresponding to the failed wheel-side actuator.

[0011] Among them, the braking force distribution further includes obtaining the second braking force of the diagonal wheel side actuator of the failed wheel side actuator; obtaining the second braking force distribution ratio α, and distributing the second braking force to the wheel side actuator on the same side and the diagonal wheel side actuator corresponding to the failed wheel side actuator according to the second braking force distribution ratio α; the diagonal wheel side actuator and the failed wheel side actuator are wheel side actuators on different axes and sides, and the second braking force distribution ratio α is set according to the braking force limit values ​​of different wheel side actuators.

[0012] Among them, the acquisition of vehicle monitoring information further includes: monitoring the clamping force of the caliper; monitoring the system status of the wheel, including voltage, current, electronic control unit temperature, and clamping force sensor temperature; monitoring the motor drive chip and power chip, including chip fault register information; the chip fault register makes a failure judgment based on whether it affects the motor output.

[0013] Among them, the monitoring of the clamping force of the caliper includes: obtaining the actual clamping force of the caliper through the clamping force sensor; calculating the first clamping force of the caliper through other sensors; judging whether the difference between the actual clamping force and the first clamping force is less than a first threshold; if it is less than the first threshold, the wheel-side actuator is effective; if it is greater than or equal to the first threshold, judging whether the difference is less than a second threshold, and the second threshold is greater than the first threshold; if it is less than the second threshold, the wheel-side actuator partially fails; if it is greater than or equal to the second threshold, the wheel-side actuator completely fails.

[0014] The complete failure of the actuator includes: when there is a braking request, the actuator does not execute the braking request; or when there is no braking request, the actuator performs braking; or the single-side wheel actuator of the vehicle cannot execute the braking request.

[0015] Among them, the partial failure of the actuator includes: when there is a braking request, the actuator delays executing the braking request; or when braking is executed, the clamping force of the caliper during braking does not meet the target braking force; or when there are at least two braking requests, the actuator has no response for the first time and responds for the second time.

[0016] An embodiment of the present application provides a vehicle that executes the actuator response method of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] One or more embodiments are exemplarily described by the pictures in the corresponding drawings. These exemplifications do not constitute limitations on the embodiments. Unless otherwise stated, the pictures in the drawings do not constitute proportional limitations.

[0018] FIG1 is an exemplary flow chart of an actuator response method according to an embodiment of the present application;

[0019] FIG2 is an exemplary schematic diagram of a braking system according to an embodiment of the present application. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solutions and advantages of this application more clear, some embodiments of this application are further described in detail below in conjunction with the accompanying drawings and examples. It should be understood that the specific embodiments described here are only used to explain this application and are not used to limit this application.

[0021] Some embodiments of the present application relate to an actuator response method. As shown in FIG1 , a process 100 of the method may include: S101 , obtaining monitoring information of a vehicle.

[0022] In some embodiments, the upper control system can obtain monitoring information of the vehicle through the vehicle's sensors. The acquisition of vehicle monitoring information further includes monitoring the clamping force of the caliper; monitoring the system status of the wheel, including voltage, current, electronic control unit temperature, and clamping force sensor temperature; monitoring the motor's driver chip and power chip, including chip fault register information; the chip fault register determines failure by whether it affects the motor output, etc. For example, when a fault occurs in the motor's driver chip, the driver chip can trigger a protection mechanism and perform a phase-off operation. The fault affects the motor's output, and the actuator is judged to be completely failed. The actuator is set at the wheel end and can include at least four wheel-side actuators.

[0023] According to some embodiments of the present application, monitoring the clamping force of the caliper includes: obtaining the actual clamping force of the caliper via the clamping force sensor; calculating a first clamping force of the caliper via other sensors; determining whether the difference between the actual clamping force and the first clamping force is less than a first threshold; if less than the first threshold, the wheel-side actuator is effective; if greater than or equal to the first threshold, determining whether the difference is less than a second threshold, the second threshold being greater than the first threshold; if less than the second threshold, the wheel-side actuator is partially inoperative; and if greater than or equal to the second threshold, the wheel-side actuator is completely inoperative. As an example, when the difference between the calculated first clamping force and the obtained actual clamping force is less than the first threshold of 5000N, the actuator is determined to be effective and in a normal state. For another example, when the difference between the calculated first clamping force and the obtained actual clamping force is greater than or equal to the first threshold of 5000N and less than a second threshold of 10000N, i.e., the difference is between 5000N and 10000N, the actuator is determined to be partially inoperative. When the difference between the calculated first clamping force and the obtained actual clamping force is greater than or equal to a second threshold value of 10000 N, it is determined that the actuator has completely failed.

[0024] S102, determining whether the actuator of the vehicle has failed based on the monitoring information, where the failure includes complete failure and partial failure; the actuator is arranged at the wheel end and includes at least four wheel-side actuators.

[0025] In some embodiments, complete actuator failure may include: when there is a braking request, the actuator does not execute the braking request; or when there is no braking request, the actuator executes braking; or the single wheel-side actuator of the vehicle cannot execute the braking request (this failure type corresponds to vehicle yaw), etc. Partial actuator failure may include: when there is a braking request, the actuator delays executing the braking request; or when braking is executed, the clamping force of the caliper does not meet the target braking force; or when there are at least two braking requests, the actuator does not respond the first time and responds the second time, etc.

[0026] S103: If the actuator fails completely, a first fault level is prompted through the human-machine interface, wheel side braking is not performed, and energy recovery is used for braking.

[0027] In some embodiments, when the braking on one side of the vehicle completely fails, the method includes: cutting off the power supply to the wheel-side actuator on the other side of the vehicle, and not performing the braking function on the other side to prevent the vehicle from swaying.

[0028] S104: If the actuator partially fails, the human-machine interface prompts a second fault level, reduces the caliper braking force and increases the energy recovery force.

[0029] In some embodiments, the front axle of the vehicle includes a first wheel-side actuator and a second wheel-side actuator, and the rear axle of the vehicle includes a third wheel-side actuator and a fourth wheel-side actuator, and braking force distribution is performed when some of the wheel-side actuators fail. For example, the front axle of the vehicle includes a left front wheel-side actuator (first wheel-side actuator) and a right front wheel-side actuator (second wheel-side actuator), and the rear axle of the vehicle includes a left rear wheel-side actuator (third wheel-side actuator) and a right rear wheel-side actuator (fourth wheel-side actuator).

[0030] For example, when some wheel-side actuators fail, braking force distribution is performed. The braking force distribution includes: determining the failed wheel-side actuator that failed; obtaining a first braking force to be distributed from the failed wheel-side actuator; and distributing the first braking force to other wheel-side actuators according to a preset distribution principle. The preset distribution principle includes a diagonal principle. When a wheel-side actuator fails, the first braking force is distributed to the coaxial wheel-side actuator on the opposite side of the failed wheel-side actuator and the wheel-side actuator on the same side of the failed wheel-side actuator but on the opposite axis. A first braking force distribution ratio β is obtained, and according to the first braking force distribution ratio β, the first braking force is distributed to the coaxial wheel-side actuator and the wheel-side actuator on the same side of the failed wheel-side actuator. The first wheel-side actuator and the second wheel-side actuator are coaxial wheel-side actuators on opposite sides of each other; the third wheel-side actuator and the fourth wheel-side actuator are coaxial wheel-side actuators on opposite sides of each other; the first wheel-side actuator and the third wheel-side actuator are wheel-side actuators on the same side with different axes, and the second wheel-side actuator and the fourth wheel-side actuator are wheel-side actuators on the same side with different axes.

[0031] When the left front wheel actuator fails, the first braking force is distributed to the right front wheel actuator and the left rear wheel actuator. For another example, the braking force distribution further includes obtaining a first braking force distribution ratio β. When the left front wheel actuator fails, the first braking force is distributed to the right front wheel actuator and the left rear wheel actuator according to the braking force distribution ratio β.

[0032] In some embodiments, the braking force distribution further includes obtaining a second braking force of the diagonal wheel side actuator of the failed wheel side actuator; obtaining a second braking force distribution ratio α, and distributing the second braking force to the wheel side actuator on the same side and the diagonal wheel side actuator corresponding to the failed wheel side actuator according to the second braking force distribution ratio α; the diagonal wheel side actuator and the failed wheel side actuator are wheel side actuators on different axes and sides, and the second braking force distribution ratio α is set according to the braking force limit values ​​of different wheel side actuators.

[0033] For example, when the left front wheel actuator fails, the second braking force of the right rear wheel actuator is obtained, and the second braking force distribution ratio α is obtained. When the left front wheel actuator fails, the second braking force is distributed to the left rear wheel actuator and the right rear wheel actuator according to the braking force distribution ratio α.

[0034] Some embodiments of the present application also provide a braking system, as shown in Figure 2, which may include an upper-level control system, an execution control system, a human-computer interaction interface, etc. The execution control system may include an execution control system 1, an execution control system 2, an execution control system 3, and an execution control system 4. The execution control systems may be respectively arranged at the wheel ends of the vehicle and communicated with the upper-level control system. As an example, the front axle of the vehicle includes a left front wheel and a right front wheel, and the rear axle includes a left rear wheel and a right rear wheel; each wheel end may be integrated with a set of execution control systems, and the braking system may be integrated with four sets of execution control systems accordingly, and the four sets of execution control systems have the same system architecture. In some embodiments, the upper-level control system may be communicated with the human-computer interaction interface, the brake pedal, the after-sales diagnostic instrument, etc., and obtain information from the human-computer interaction interface, the brake pedal, the after-sales diagnostic instrument, etc. The braking force distribution module of the upper-level control system may distribute the braking force to the corresponding execution control system.

[0035] In addition, in some embodiments of the present application, the process 100 of the actuator response method may further include: executing braking force distribution. The braking force distribution may include determining the failed wheel-side actuator that has failed braking; obtaining a first braking force to be allocated to the failed wheel-side actuator; and distributing the first braking force to other wheel-side actuators according to a preset distribution principle. In some embodiments, execution control system 1 and execution control system 2 are front axle execution control systems, and execution control system 3 and execution control system 4 are rear axle execution control systems. When the preset distribution principle is the diagonal principle, when the left front wheel-side actuator corresponding to execution control system 1 fails, the first braking force to be allocated to the left front wheel-side actuator is distributed to the right front wheel-side actuator corresponding to execution control system 2 and the left rear wheel-side actuator corresponding to execution control system 3. In some embodiments, the braking force distribution further includes obtaining a braking force distribution ratio β. When the left front wheel-side actuator fails, the first braking force is distributed to the right front wheel-side actuator and the left rear wheel-side actuator according to the braking force distribution ratio β.

[0036] For example, referring to Figure 2, the front axle execution control system includes execution control system 1 and execution control system 2, and the rear axle execution control system includes execution control system 3 and execution control system 4. As an example, when the braking force is distributed according to the diagonal principle, if the left front wheel side actuator corresponding to execution control system 1 fails, the first braking force to be distributed is distributed to the wheel side actuators corresponding to execution control system 2 and execution control system 3 respectively; if the right front wheel side actuator corresponding to execution control system 2 fails, the second braking force to be distributed is distributed to the wheel side actuators corresponding to execution control system 1 and execution control system 4 respectively; if the left rear wheel side actuator corresponding to execution control system 3 fails, the third braking force to be distributed is distributed to the wheel side actuators corresponding to execution control system 1 and execution control system 4 respectively; if the right rear wheel side actuator corresponding to execution control system 4 fails, the fourth braking force to be distributed is distributed to the wheel side actuators corresponding to execution control system 2 and execution control system 3 respectively. For another example, the preset allocation principle may include allocation to non-failed wheel-side actuators corresponding to other execution control systems, etc. For example, if the left front wheel-side actuator corresponding to execution control system 1 fails, the first braking force to be allocated will be allocated to the right front wheel-side actuator, left rear wheel-side actuator, right rear wheel-side actuator, etc. corresponding to execution control system 2, execution control system 3, and execution control system 4 respectively.

[0037] In some embodiments, the braking force distribution further includes obtaining a braking force distribution ratio β. As an example, when the left front wheel actuator corresponding to control system 1 fails, the first braking force F1 is distributed to the right front wheel actuator (the coaxial wheel actuator on the opposite side) and the left rear wheel actuator (the wheel actuator on the opposite side but on the same side) according to the braking force distribution ratio β; the right front wheel actuator corresponding to control system 2 is allocated an increased braking force △F2 = β × F1, and the left rear wheel actuator corresponding to control system 3 is allocated an increased braking force △F3 = (1 – β) × F1, where β is a calibrated braking force distribution ratio and is within the closed interval [0, 1]. For example, when β is 0.5, the first braking force to be distributed is 100N, and the right front wheel actuator and the left rear wheel actuator each increase their braking force by 50N.

[0038] In some embodiments, when the left front wheel side actuator fails, the second braking force of the diagonal wheel side actuator (right rear wheel side actuator) of the left front wheel side actuator is obtained; the second braking force distribution ratio α is obtained, and according to the second braking force distribution ratio α, the second braking force is distributed to the wheel side actuator on the same side (left rear wheel side actuator) and the diagonal wheel side actuator (right rear wheel side actuator) corresponding to the left front wheel side actuator; the left front wheel side actuator and the right rear wheel side actuator are wheel side actuators on different axes and sides, and the second braking force distribution ratio α is set according to the braking force limit values ​​of different wheel side actuators. As an example, the second braking force F4 of the right rear wheel actuator, the retained braking force F4' of the right rear wheel actuator = (1-α)×F4; the increased braking force △F4 distributed by the left rear wheel actuator = α×F4, the initial braking force of the left rear wheel actuator is F3, the braking force limit value of the left rear wheel actuator is max(F3), after the braking force distribution is executed, the braking force F3' of the left rear wheel actuator = F3+△F3+△F4, and the second braking force distribution ratio α is set so that F3' of the left rear wheel actuator is less than the braking force limit value max(F3) of the wheel actuator.

[0039] According to some embodiments of the present application, the vehicle of the present application may include a braking system applying the present application, and execute the above-mentioned actuator response method. The braking system may include an upper-level control system, which sends instructions to the execution control system according to the braking intention; the execution control system, which controls the actuator according to the instructions of the upper-level control system; and the actuator, which executes the braking intention according to the control of the execution control system. The actuator response method includes obtaining monitoring information of the vehicle; judging whether the actuator of the vehicle has failed according to the monitoring information, and the failure includes complete failure and partial failure; the actuator is set at the wheel end, including at least four wheel-side actuators; if the actuator fails completely, the first fault level is prompted through the human-computer interaction interface, the wheel-side braking is not performed, and the braking is performed by energy recovery; if the actuator partially fails, the human-computer interaction interface prompts the second fault level, the caliper braking force is reduced and the energy recovery force is increased.

[0040] It should be noted that the above description of the braking system and actuator response method is for convenience only and does not limit this application to the scope of the illustrated embodiments. It is understood that those skilled in the art, based on the principles of this device, may arbitrarily combine the various structures, or combine the substructures with other structures, and make various modifications and changes in the form and details of the functions implementing the above-described device and operations, without departing from such principles. For example, the actuator response method may further include braking force distribution, etc. Such variations are within the scope of protection of this application.

[0041] This application has at least the following beneficial effects:

[0042] The actuator response method and vehicle of the present application, the actuator response method includes obtaining monitoring information of the vehicle; judging whether the vehicle's actuator has failed based on the monitoring information, and the failure includes complete failure and partial failure; the actuator is arranged at the wheel end, including at least four wheel-side actuators; if the actuator fails completely, a first fault level is prompted through the human-computer interaction interface, wheel-side braking is not performed and energy recovery is used for braking; if the actuator partially fails, a second fault level is prompted through the human-computer interaction interface, the caliper braking force is reduced and the energy recovery force is increased, and by setting a safety redundancy scheme and designing a failure operation strategy, the safety and reliability of the vehicle's braking process are improved.

[0043] Those skilled in the art will appreciate that the above embodiments are specific embodiments for implementing the present application, and that in actual applications, various changes may be made thereto in form and detail without departing from the spirit and scope of the present application.

Claims

1. An actuator response method, wherein, The method comprises: Obtain vehicle monitoring information; Determine whether the actuator of the vehicle fails according to the monitoring information, wherein the failure includes complete failure and partial failure; the actuator is arranged at the wheel end and includes four wheel side actuators; If the actuator fails completely, a first fault level is prompted through the human-machine interaction interface, wheel side braking is not performed and energy recovery is used for braking; If the actuator partially fails, the human-machine interaction interface prompts a second fault level, reduces the caliper braking force and increases the energy recovery force.

2. The method according to claim 1, wherein When the braking on one side of the vehicle completely fails, it includes: cutting off the power supply of the wheel-side actuator on the other side of the vehicle, and not executing the braking function on the other side.

3. The method according to claim 1, wherein, The front axle of the vehicle comprises a first wheel-side actuator and a second wheel-side actuator, the first wheel-side actuator and the second wheel-side actuator are coaxial wheel-side actuators on opposite sides of each other; the rear axle of the vehicle comprises a third wheel-side actuator and a fourth wheel-side actuator, the third wheel-side actuator and the fourth wheel-side actuator are coaxial wheel-side actuators on opposite sides of each other; the first wheel-side actuator and the third wheel-side actuator are wheel-side actuators on the same side of each other with different axes, and the second wheel-side actuator and the fourth wheel-side actuator are wheel-side actuators on the same side of each other with different axes; when some wheel-side actuators fail to brake, braking force distribution is performed, and the braking force distribution includes: Determine the failed wheel side actuator of brake failure; Obtaining a first braking force to be distributed by the failed wheel-side actuator; According to a preset distribution principle, the first braking force is distributed to other wheel-side actuators.

4. The method according to claim 3, wherein, The preset distribution principle includes the diagonal principle. When a wheel side actuator fails, the first braking force is distributed to the coaxial wheel side actuator on the opposite side of the failed wheel side actuator and the wheel side actuator on the same side of the failed wheel side actuator. The first braking force distribution ratio β is obtained, and according to the first braking force distribution ratio β, the first braking force is distributed to the coaxial wheel side actuator and the wheel side actuator on the same side corresponding to the failed wheel side actuator.

5. The method according to claim 4, wherein The braking force distribution further includes obtaining the second braking force of the diagonal wheel side actuator of the failed wheel side actuator; obtaining a second braking force distribution ratio α, and distributing the second braking force to the wheel side actuator on the same side and the diagonal wheel side actuator corresponding to the failed wheel side actuator according to the second braking force distribution ratio α; the diagonal wheel side actuator and the failed wheel side actuator are wheel side actuators on different axes and sides, and the second braking force distribution ratio α is set according to the braking force limit values ​​of different wheel side actuators.

6. The method according to claim 1, wherein, The obtaining of vehicle monitoring information further includes: monitoring the clamping force of the caliper; Monitor the system status of the wheel, including voltage, current, electronic control unit temperature, and clamping force sensor temperature; The drive chip and power chip of the motor are monitored, including chip fault register information; the chip fault register makes a failure judgment based on whether it affects the motor output.

7. The method according to claim 6, wherein, The monitoring of the clamping force of the caliper comprises: Obtaining the actual clamping force of the caliper through the clamping force sensor; calculating a first clamping force of the caliper through other sensors; Determine whether the difference between the actual clamping force and the first clamping force is less than a first threshold value; If it is less than the first threshold value, the wheel side actuator is effective; If it is greater than or equal to the first threshold value, determine whether the difference is less than a second threshold value, where the second threshold value is greater than the first threshold value; If it is less than the second threshold value, the wheel side actuator is partially ineffective; If it is greater than or equal to the second threshold value, the wheel side actuator is completely ineffective.

8. The method according to claim 1, wherein The complete ineffectiveness of the actuator includes: when there is a braking request, the actuator does not execute the braking request; or when there is no braking request, the actuator executes braking; or the unilateral wheel side actuator of the vehicle cannot execute the braking request.

9. The method according to claim 1, wherein The partial ineffectiveness of the actuator includes: when there is a braking request, the actuator delays in executing the braking request; or when braking is executed, the clamping force during caliper braking does not meet the target braking force; or when there are at least two braking requests, the actuator does not respond the first time and responds the second time.

10. A vehicle, wherein, Execute the actuator response method according to any one of claims 1 to 9.

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