Braking control method, braking control system, electronic device, and medium

Abstract

The present application discloses a braking control method, a braking control system, an electronic device, and a medium. The braking control method comprises: a first brake control unit acquiring a first pedal signal from a first sensor and acquiring a second pedal signal from a second sensor; at least on the basis of the first pedal signal and the second pedal signal, determining a target braking demand value of a driver; and controlling a braking execution apparatus corresponding to the first brake control unit to execute braking corresponding to the target braking demand value. According to the above solution, braking reliability can be improved.

Description

Braking control method, braking control system, electronic equipment and medium

[0001]

Cross-reference

[0002] This application claims priority to the Chinese patent application filed with the China Patent Office on March 19, 2024, with application number 2024103183915 and application name “A braking control method, braking control system, electronic device and medium”, the entire contents of which are incorporated by reference into this application.

Technical field

[0003] The present application relates to the field of vehicles, and in particular to a braking control method, a braking control system, an electronic device, and a medium. [Background Technology]

[0004] At present, the application of sports equipment such as vehicles is becoming more and more widespread. Such equipment is usually operated by a driver. The equipment is usually equipped with a braking control system. The driver can control the equipment by operating the braking control system. The braking control system of the equipment performs corresponding braking processing according to the driver's operation.

[0005] Existing brake control systems typically provide a pedal with a sensor mounted on it, and control the brakes based on the sensor. Existing brake control methods typically determine a brake demand value based on a sensor signal from a single sensor, but this approach to obtaining a brake demand value is not very stable.

[0006] [Summary of the invention]

[0007] The present application at least provides a braking control method, a braking control system, an electronic device and a medium.

[0008] The present application provides a braking control method, including: a first braking control unit obtains a first pedal signal from a first sensor, and obtains a second pedal signal from a second sensor; based on at least the first pedal signal and the second pedal signal, determines a target braking demand value of the driver; and controls a braking execution device corresponding to the first braking control unit to perform braking corresponding to the target braking demand value.

[0009] In the above scheme, the brake control unit obtains pedal signals from two sensors respectively to determine the driver's target braking demand value and control the braking corresponding to the target braking demand value. The two signals generated by the two sensors are used to achieve signal source redundancy for the brake control, avoiding the situation where the failure of one sensor signal directly affects the braking, thereby improving the braking reliability.

[0010] In some embodiments, determining the driver's target braking demand value based at least on the first pedal signal and the second pedal signal includes: analyzing the first pedal signal and the second pedal signal respectively to obtain the first demand value and the second demand value; and determining the target braking demand value from at least the first demand value and the second demand value.

[0011] In the above scheme, the braking control unit can respectively obtain the demand values ​​represented by the two pedal signals from different sensors, and determine the target braking demand value by combining the two demand values, thereby meeting the redundancy requirements of braking control and making the source of the target braking demand value richer, thereby improving braking reliability.

[0012] In some embodiments, a target braking demand value is determined from at least a first demand value and a second demand value, including: verifying the first demand value and the second demand value; in response to a failure of the verification, obtaining a candidate demand value from an auxiliary signal received from the second braking control unit, and selecting the target braking demand value from the first demand value, the second demand value, and the candidate demand value, where the candidate demand value is determined by the second braking control unit based on two pedal signals; and / or, in response to a success of the verification, selecting the target braking demand value from the first demand value and the second demand value.

[0013] In the above scheme, the demand values ​​represented by the two pedal signals from different sensors are verified. If the verification fails, the target braking demand value determined by another braking control unit can also be referred to to improve the reliability of the target braking demand value.

[0014] In some embodiments, the two pedal signals include a third pedal signal from a third sensor and a fourth pedal signal from a fourth sensor.

[0015] In the above solution, the second brake control unit also receives pedal signals from the third sensor and the fourth sensor respectively. The second brake control unit itself meets the signal redundancy requirements and has a different signal source from the first brake control unit, thereby improving braking stability.

[0016] In some embodiments, the first sensor and the third sensor are sensors of the same type, and the second sensor and the fourth sensor are sensors of the same type.

[0017] In the above solution, the first pedal signal and the third pedal signal of the same type, as well as the second pedal signal and the fourth pedal signal of the same type can be collected to determine the target braking demand value.

[0018] In the above solution, the second brake control unit also receives pedal signals from the first sensor and the second sensor respectively. The signals of the two sensors and the two brake control units are cross-set to meet the signal redundancy requirements of the two brake control units and improve braking reliability.

[0019] In some embodiments, the step of determining the driver's target braking demand value based on at least the first pedal signal and the second pedal signal is performed when both the first pedal signal and the second pedal signal are successfully acquired; before controlling the braking execution device corresponding to the first braking control unit to perform braking corresponding to the target braking demand value, the method further includes: receiving an auxiliary signal sent by the second braking control unit; in response to failure to acquire at least one of the first pedal signal and the second pedal signal, and the received auxiliary signal contains at least one demand value, determining the driver's target braking demand value based on the auxiliary signal and the valid pedal signal successfully acquired from the first pedal signal and the second pedal signal; and / or, in response to failure to receive the auxiliary signal, or the received auxiliary signal does not contain a demand value, determining that the target braking demand value has failed to be acquired.

[0020] In the above solution, in the event of signal failure, the brake control units can also communicate with each other. The first brake control unit can obtain the demand value through the signal sent by the second brake control unit to determine the target brake demand value and improve braking reliability.

[0021] In some embodiments, in response to a failure to obtain at least one of the first pedal signal and the second pedal signal and the received auxiliary signal containing at least one demand value, the driver's target braking demand value is determined based on the auxiliary signal and the valid pedal signal successfully obtained from the first pedal signal and the second pedal signal, including: in response to a failure to obtain one of the first pedal signal and the second pedal signal and the received auxiliary signal containing at least one demand value, a demand value contained in the auxiliary signal is used as the target demand value, and the target braking demand value is determined from the demand value corresponding to the valid pedal signal and the target demand value; in response to a failure to obtain both the first pedal signal and the second pedal signal and the received auxiliary signal containing at least one demand value, the target braking demand value is determined from the demand value contained in the auxiliary signal.

[0022] In the above solution, the auxiliary signal includes at least one demand value. According to the number of signals that fail to be obtained, the first braking control unit obtains a corresponding number of demand values ​​from the auxiliary signal to determine the target braking demand value, thereby improving braking reliability.

[0023] In some embodiments, a demand value contained in the auxiliary signal is used as a target demand value, including: in response to the auxiliary signal containing demand values ​​corresponding to two pedal signals respectively, the demand value corresponding to the pedal signal of the two pedal signals from the same type of sensor as the failed pedal signal is preferentially used as the target demand value, the two pedal signals include a third pedal signal from a third sensor and a fourth pedal signal from a fourth sensor, the first sensor and the third sensor are sensors of the same type, the second sensor and the fourth sensor are sensors of the same type, and the failed pedal signal is a pedal signal that fails to be obtained from the first pedal signal and the second pedal signal.

[0024] In the above scheme, the demand value corresponding to the signal from the same type of sensor is preferentially selected as the target demand value, so that the target demand value is of the same nature as the demand value corresponding to the failed pedal signal, and can more accurately replace the demand value corresponding to the failed pedal signal, thereby improving the accuracy of the target braking demand value.

[0025] In some embodiments, the target braking demand value is determined from the demand value contained in the auxiliary signal, including: taking the candidate demand value contained in the auxiliary signal as the target braking demand value; or, determining the target braking demand value from the demand values ​​corresponding to the two pedal signals contained in the auxiliary signal; wherein the two pedal signals come from the third sensor and the fourth sensor respectively, and the candidate demand value is determined by the second braking control unit based on the demand values ​​corresponding to the two pedal signals respectively.

[0026] In the above scheme, if both the first pedal signal and the second pedal signal fail to be obtained, the target braking demand value can be directly determined based on the candidate demand value contained in the auxiliary signal or the demand values ​​corresponding to the two pedal signals, thereby improving braking reliability.

[0027] In some embodiments, one of the first brake control unit and the second brake control unit is a master control unit, and the other is a slave control unit, and the master-slave relationship between the master control unit and the slave control unit is based on performance division.

[0028] In the above scheme, the main control unit and the slave control unit are divided according to performance. The main control unit is the main control entity and is preferably used to perform braking control. The slave control unit is used as a supplement to the main control unit, which can meet the redundancy requirements of braking and stably realize braking control.

[0029] In some embodiments, the method also includes: recording the signal fault condition corresponding to the first braking control unit and the fault condition itself as a first fault condition, and sending the first fault condition to the control unit of the device, so that the control unit determines the corresponding braking strategy based on the first fault condition and the second fault condition of the second braking control unit.

[0030] In the above solution, the two braking control units can record the fault conditions and feed back to the control unit of the device, so that the control unit can determine the braking strategy of the device according to the fault conditions to control the braking of the device and improve the safety of the device.

[0031] In some embodiments, the braking strategy includes at least one of a first downgrade braking strategy, a second downgrade braking strategy and a third downgrade braking strategy; wherein, the first downgrade braking strategy includes controlling the display device to display a first fault prompt, the second downgrade braking strategy includes controlling the display device to display a second fault prompt, limiting driving power and limiting restarting, and the third downgrade braking strategy includes controlling the display device to display a third fault prompt, controlling braking or prompting the driver to perform braking, and limiting restarting.

[0032] In the above scheme, a multi-level braking strategy is provided, and a corresponding braking strategy is selected according to the fault condition, so as to realize the braking of the control device according to the fault condition of the braking device, thereby improving the safety and flexibility of the equipment.

[0033] In some embodiments, when one of the first pedal signal, the second pedal signal, the two pedal signals received by the second brake control unit, and the brake execution devices corresponding to the two brake control units fail, the corresponding braking strategy is the first downgraded braking strategy, wherein the two brake control units include the first brake control unit and the second brake control unit; when one of the brake execution devices corresponding to the two brake control units fails and one of the first pedal signal, the second pedal signal, the two pedal signals received by the second brake control unit fails, the corresponding braking strategy is the first downgraded braking strategy; when one of the two brake control units fails, the corresponding braking strategy is the second downgraded braking strategy; when both brake control units fail or the actuators corresponding to the two brake control units fail, the corresponding braking strategy is the third downgraded braking strategy; when one of the two brake control units fails and the brake execution device corresponding to the other fails, the corresponding braking strategy is the third downgraded braking strategy.

[0034] In the above solution, according to the signal, the braking control unit and the braking strategy corresponding to the fault condition of the brake actuator, the braking of the control device corresponding to the fault condition of the brake device is achieved.

[0035] In some embodiments, the first sensor is a pedal travel sensor, and the pedal signal generated by the first sensor is a pedal travel signal; and / or, the second sensor is a pedal force sensor, and the pedal signal generated by the second sensor is a pedal force signal.

[0036] In the above solution, sensors of different properties are used to enrich the sources of target braking demand values ​​and improve braking accuracy.

[0037] The present application provides a braking control system, which includes a first sensor, a second sensor, and a first braking control unit: the first sensor is used to generate a first pedal signal about the brake pedal; the second sensor is used to generate a second pedal signal about the brake pedal; the first braking control unit is connected to the first sensor and the second sensor, respectively, and is used to obtain the first pedal signal from the first sensor and the second pedal signal from the second sensor; based at least on the first pedal signal and the second pedal signal, the driver's target braking demand value is determined; and the braking execution device corresponding to the first braking control unit is controlled to perform braking corresponding to the target braking demand value.

[0038] In the above scheme, the brake control unit in the brake control system obtains pedal signals from two sensors respectively, which are used to determine the driver's target braking demand value and control the braking corresponding to the target braking demand value. The two signals generated by the two sensors are used to meet the signal source redundancy of the brake control, avoid the situation where the failure of one sensor signal directly affects the braking, and improve the braking reliability.

[0039] In some embodiments, the braking control system also includes a third sensor and a fourth sensor, the third sensor is used to generate a third pedal signal about the brake pedal, and the fourth sensor is used to generate a fourth pedal signal about the brake pedal; the braking control system also includes a second braking control unit, the second braking control unit is respectively connected to the third sensor and the fourth sensor, and is used to obtain the third pedal signal from the first sensor and the fourth pedal signal from the second sensor; based on at least the third pedal signal and the fourth pedal signal, the driver's candidate demand value is determined; the candidate demand value is sent to the first braking control unit for determining the target braking demand value.

[0040] In the above solution, the second brake control unit receives pedal signals from the third sensor and the fourth sensor respectively. The second brake control unit itself meets the signal redundancy requirements and has a different signal source from the first brake control unit, thereby improving braking stability.

[0041] In some embodiments, the first sensor and the third sensor are integrated into the same sensor component, and the second sensor and the fourth sensor are integrated into another sensor component.

[0042] In the above solution, the first sensor and the third sensor are integrated into the same sensor component, and the second sensor and the fourth sensor are integrated into the same sensor component, which simplifies the components included in the braking system and facilitates the installation and setting of the sensors.

[0043] The present application provides an electronic device, including a memory and a processor, wherein the processor is configured to execute program instructions stored in the memory to implement any of the above-mentioned braking control methods.

[0044] The present application provides a computer-readable storage medium on which program instructions are stored, and a memory stores program instructions. When the program instructions are executed by a processor, any of the above-mentioned braking control methods is implemented.

[0045] In the above scheme, the brake control unit obtains pedal signals from two sensors respectively to determine the driver's target braking demand value and control the braking corresponding to the target braking demand value. The two signals generated by the two sensors are used to achieve signal source redundancy for the brake control, avoiding the situation where the failure of one sensor signal directly affects the braking, thereby improving the braking reliability.

[0046] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application.

Brief Description of the Drawings

[0047] The drawings herein are incorporated into and constitute a part of the specification. These drawings illustrate embodiments consistent with the present application and, together with the specification, are used to illustrate the technical solutions of the present application.

[0048] FIG1 is a schematic flow chart of a braking control method provided in some embodiments of the present application;

[0049] FIG2 is a schematic flow chart of a braking control method provided in some embodiments of the present application;

[0050] FIG3 is a flow chart of another embodiment of step S130 in FIG1 of the present application;

[0051] FIG4 is a schematic diagram of a framework of a braking control system provided by some embodiments of the present application;

[0052] FIG5 is a schematic diagram of a framework of a braking control system provided by some embodiments of the present application;

[0053] FIG6 is a schematic diagram of a braking control system provided by some embodiments of the present application;

[0054] FIG7 is a schematic diagram of a framework of an electronic device provided in some embodiments of the present application;

[0055] FIG8 is a schematic diagram of a framework of a computer-readable storage medium provided in some embodiments of the present application. [Specific implementation method]

[0056] The following describes the embodiments of the present application in detail with reference to the accompanying drawings.

[0057] In the following description, for the purpose of explanation rather than limitation, specific details such as specific subsystem structures, interfaces, and technologies are provided to facilitate a thorough understanding of the present application.

[0058] The term "and / or" in this article is simply a description of the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent three situations: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects are in an "or" relationship. In addition, "many" in this article means two or more than two. In addition, the term "at least one" in this article means any combination of at least two of any one or more of a plurality of. For example, including at least one of A, B, and C can mean including any one or more elements selected from the set consisting of A, B, and C.

[0059] Existing brake control systems generally provide a pedal, a sensor is provided on the pedal, and the brake is controlled according to the sensor. In existing brake control methods, a brake demand value is generally determined according to a sensor.

[0060] The inventors have noticed that when the braking demand value is obtained in this manner, if a sensor fails, the braking demand value that should be determined based on the sensor signal of the sensor cannot be determined, which will result in poor braking stability.

[0061] In order to solve the problem of poor braking stability, the present application proposes a braking control method, including a first braking control unit obtaining a first pedal signal from a first sensor, and obtaining a second pedal signal from a second sensor; determining the driver's target braking demand value based at least on the first pedal signal and the second pedal signal; and controlling the braking execution device corresponding to the first braking control unit to perform braking corresponding to the target braking demand value.

[0062] Since the brake control unit obtains pedal signals from two sensors respectively to determine the driver's target braking demand value, the two signals generated by the two sensors are used to meet the redundant requirements of brake control, avoiding the situation where the failure of one sensor signal directly affects braking, thereby improving braking reliability.

[0063] The braking control method disclosed in the embodiments of the present application can be applied to any sports equipment controlled by a driver, such as a vehicle.

[0064] Please refer to Figure 1, which is a flowchart of a braking control method provided by some embodiments of the present application. Specifically, this embodiment is described using the first braking control unit as an example of an execution subject. The method may include:

[0065] Step S110: Acquire a first pedal signal from a first sensor.

[0066] Step S120: Acquire a second pedal signal from a second sensor.

[0067] It is understood that the first brake control unit can be provided on a device, and the first brake control unit can be connected to the first sensor and the second sensor respectively, and obtain the signals sent by the two sensors respectively. There is no restriction on the order in which steps S110 and S120 are executed.

[0068] The first pedal signal is generated by the first sensor and may be a sensor signal related to the brake-related pedal. The second pedal signal is generated by the second sensor and may be a sensor signal related to the brake-related pedal. It is understood that the sensor signal of the brake-related pedal can represent the driver's operation of the brake-related pedal, that is, the driver's braking intention, and can be used to perform corresponding braking.

[0069] In a specific application scenario, the first pedal signal may be a sensing signal generated by a first sensor regarding a brake pedal of the vehicle.

[0070] In some embodiments, the first pedal signal and the second pedal signal may be sensor signals representing different contents, such as the first pedal signal representing a pedal travel signal and the second pedal signal representing a pedal force signal. Of course, in some cases, the first pedal signal and the second pedal signal may also represent the same content, such as both representing pedal travel or both representing pedal force.

[0071] In some embodiments, the first sensor and the second sensor may be different types of sensors, thereby generating sensing signals representing different contents. Of course, in some cases, the first sensor and the second sensor may also be the same type of sensors.

[0072] In a specific application scenario, the first sensor may be a pedal travel sensor, the sensor signal generated by which can reflect the pedal travel and, therefore, the driver's braking intention when operating the pedal. The second sensor may be a pedal force sensor, the sensor signal generated by which can reflect the pedal force and, therefore, the driver's braking intention when operating the pedal.

[0073] Step S130: Determine the driver's target braking demand value based on at least the first pedal signal and the second pedal signal.

[0074] It can be understood that the first brake control unit can at least obtain the first pedal signal and the second pedal signal, both of which can independently represent the driver's braking intention. At least these two signals can be used to determine the driver's target braking demand value for braking.

[0075] In some embodiments, the driver's target braking demand value may be determined using only the first pedal signal and the second pedal signal. In some embodiments, the first brake control unit may also use the first pedal signal, the second pedal signal, and other reference information to determine the target braking demand value.

[0076] Furthermore, the first brake control unit may analyze the first pedal signal and the second pedal signal respectively to obtain a first demand value and a second demand value, and then determine a target brake demand value based on at least the first demand value and the second demand value.

[0077] The analysis step can convert the pedal signal into a demand value representing the driver's braking demand, so as to prepare for subsequent braking.

[0078] In a specific application scenario, the target braking demand value may be selected from the first demand value and the second demand value.

[0079] In a specific application scenario, the target braking demand value may also be determined from the first demand value, the second demand value, and other reference demand values.

[0080] Step S140: controlling the brake execution device corresponding to the first brake control unit to execute braking corresponding to the target braking requirement value.

[0081] It is understandable that the first brake control unit may also correspond to a brake execution device, and the first brake control unit may control its corresponding brake execution device to perform braking processing to achieve braking of the entire equipment, such as achieving braking of the vehicle.

[0082] Among them, the braking control unit obtains pedal signals from two sensors respectively, which are used to determine the driver's target braking demand value and control the braking corresponding to the target braking demand value. The two signals generated by the two sensors are used to achieve signal source redundancy and signal quantity redundancy of the braking control, avoiding the situation where the failure of one sensor signal directly affects the braking, thereby improving braking reliability.

[0083] In a specific application scenario, the first brake control unit may be an electronic control unit (ECU), which has a corresponding brake actuator. An ECU and a corresponding brake actuator may form a brake unit to achieve braking of the device.

[0084] Please refer to Figure 2, which is a flowchart of a braking control method provided by some embodiments of the present application. Specifically, this embodiment is described using the first braking control unit as an example of an execution subject. The method may include:

[0085] Step S210: Acquire a first pedal signal from a first sensor.

[0086] Step S220: Acquire a second pedal signal from a second sensor.

[0087] In some embodiments, the first brake control unit is capable of receiving a valid first pedal signal and a valid second pedal signal, and thus can directly determine the target braking demand value based at least on the received first pedal signal and the second pedal signal.

[0088] In this embodiment, the failure to obtain at least one of the first pedal signal and the second pedal signal is used as an example for description. Specifically, the failure to obtain may include no signal received, an invalid signal received, an abnormal signal received, etc.

[0089] Step S230: receiving the auxiliary signal sent by the second brake control unit.

[0090] It can be understood that the second braking control unit can be arranged on the device, and the second braking control unit is communicatively connected to the first braking control unit, and the two braking control units can communicate with each other.

[0091] Step S240: Determine the target braking demand value of the driver based on the auxiliary signal and the successfully obtained effective pedal signal from the first pedal signal and the second pedal signal.

[0092] In which, the auxiliary signal sent by the second braking control unit includes at least one demand value. The demand value contained in the auxiliary signal can be determined by the second braking control unit and can be used to determine the driver's target braking demand value together with the successful effective pedal signal obtained from the first pedal signal and the second pedal signal.

[0093] Specifically, while the first pedal signal can be parsed to obtain the corresponding first demand value, and the second pedal signal can be parsed to obtain the corresponding second demand value, if at least one of the first and second pedal signals fails to be obtained (the failed signal can be referred to as a failed pedal signal), the demand value corresponding to the failed pedal signal cannot be obtained. If the auxiliary signal includes at least one demand value, the demand value in the auxiliary signal can be used to replace the demand value corresponding to the failed signal to obtain the target braking demand value.

[0094] It is understandable that the auxiliary signal may include one or more demand values, from which a demand value may be selected to replace the demand value corresponding to the failed pedal signal.

[0095] Step S250: Control the brake execution device corresponding to the first brake control unit to execute braking corresponding to the target braking requirement value.

[0096] In some embodiments, one of the first pedal signal and the second pedal signal fails to be obtained, and the received auxiliary signal contains at least one demand value. A demand value contained in the auxiliary signal is used as the target demand value, and the target braking demand value is determined from the demand value corresponding to the valid pedal signal and the target demand value.

[0097] Furthermore, the auxiliary signal may include demand values ​​corresponding to two pedal signals, each of which may originate from different sensors. The demand value corresponding to the pedal signal from the same sensor as the failed pedal signal may be prioritized as the target demand value. The failed pedal signal is the pedal signal that failed to be acquired. The two pedal signals may include a third pedal signal from a third sensor and a fourth pedal signal from a fourth sensor.

[0098] In a specific application scenario, the two pedal signals include a third pedal signal from a third sensor and a fourth pedal signal from a fourth sensor. The first and third sensors are of the same type, and the second and fourth sensors are of the same type. If the first pedal signal is an invalid pedal signal, the demand value corresponding to the third pedal signal can be prioritized as the target demand value. If the auxiliary signal does not include the demand value corresponding to the third pedal signal, the demand value corresponding to the fourth pedal signal can also be used as the target demand value.

[0099] In some embodiments, both the first pedal signal and the second pedal signal fail to be acquired, and the auxiliary signal received from the second brake control unit contains at least one demand value, and the target braking demand value can be determined from the demand value contained in the received auxiliary signal.

[0100] Furthermore, the auxiliary signal may include candidate demand values ​​and / or demand values ​​corresponding to the two pedal signals. Determining the target braking demand value from the demand values ​​included in the received auxiliary signal may include using the candidate demand value included in the auxiliary signal as the target braking demand value or determining the target braking demand value from the demand values ​​corresponding to the two pedal signals included in the auxiliary signal.

[0101] The two pedal signals come from the third sensor and the fourth sensor respectively, and the candidate demand value is determined by the second brake control unit based on the demand values ​​corresponding to the two pedal signals respectively.

[0102] In some embodiments, the first sensor and the third sensor are of the same type, and the second sensor and the fourth sensor are of the same type. Furthermore, the first sensor and the third sensor may be two units integrated into the same sensor component, or the first sensor and the third sensor may be two separate devices, and the second sensor and the fourth sensor may be two units integrated into the same sensor component, or the second sensor and the fourth sensor may be two separate devices.

[0103] In a specific application scenario, a vehicle is equipped with a pedal travel sensor and a pedal force sensor. The pedal travel sensor integrates two pedal travel sensing units, which can serve as the first sensor and the third sensor, respectively. The pedal force sensor integrates two pedal force sensing units, which can serve as the second sensor and the fourth sensor, respectively.

[0104] In a specific application scenario, the auxiliary signal may include candidate demand values ​​and demand values ​​corresponding to the two pedal signals. The two pedal signals include a third pedal signal from a third sensor and a fourth pedal signal from a fourth sensor. The candidate demand values ​​may be used directly as the target braking demand values. Alternatively, the first and second demand values ​​may be replaced by a third demand value corresponding to the third pedal signal and a fourth demand value corresponding to the fourth pedal signal, with the target braking demand value selected from the third and fourth demand values.

[0105] The candidate demand value may be determined by the second brake control unit based on at least the third pedal signal and the fourth pedal signal.

[0106] In some embodiments, if at least one of the first pedal signal and the second pedal signal fails to be acquired, and the auxiliary signal fails to be received or the received auxiliary signal does not contain a demand value, it can be determined that the target braking demand value fails to be acquired, and braking cannot be performed.

[0107] In some embodiments, the target braking demand value needs to be determined using the demand values ​​corresponding to at least two pedal signals. If both the first pedal signal and the second pedal signal fail to be acquired, and the auxiliary signal only contains one demand value, then it can also be determined that the target braking demand value has failed to be acquired.

[0108] It should be noted that if the first brake control unit's signal receiving function fails but does not affect other functions, and a valid pedal signal cannot be obtained, it can be considered that the pedal signal acquisition has failed. If the first brake control unit's signal parsing function fails but does not affect other functions, and the obtained pedal signal cannot be effectively parsed, and the corresponding valid demand value cannot be obtained, the same treatment can be applied to the corresponding pedal signal acquisition failure. If the second brake control unit's signal receiving function fails but does not affect other functions, and a valid pedal signal cannot be obtained, its auxiliary signal will not contain the demand value. If the second brake control unit's signal parsing function fails but does not affect other functions, and the obtained pedal signal cannot be effectively parsed, its auxiliary signal will not contain the demand value.

[0109] It is understandable that there may be other faults that result in the inability to obtain a valid demand value or the auxiliary signal does not contain a demand value. You can refer to the processing methods of the aforementioned situations for processing, and will not list them one by one here.

[0110] Please refer to FIG3 , which is a flowchart of another embodiment of step S130 in FIG1 of the present application. Specifically, step S130 may include:

[0111] Step S331: Analyze the first pedal signal and the second pedal signal respectively to obtain a first demand value and a second demand value.

[0112] In a specific application scenario, the first sensor and the second sensor may be installed on the same pedal, and the first pedal signal and the second pedal signal may be sensor signals generated from the same pedal. The first pedal signal and the second pedal signal are analyzed separately to interpret the sensor signals as representing the driver's braking intention when manipulating the pedal.

[0113] Step S332: verify the first demand value and the second demand value.

[0114] It is understandable that both the first demand value and the second demand value can be used to reflect the driver's current braking intention. To avoid misjudging the driver's braking intention, the two demand values ​​can be verified to accurately determine the target braking demand value.

[0115] Furthermore, since both pedal signals reflect the driver's current braking intention, the demand values ​​corresponding to the two pedal signals can be compared to determine whether the difference between the two demand values ​​is less than a preset threshold to verify the two demand values.

[0116] In a specific application scenario, if the difference is less than a preset threshold, it is determined that the verification is successful; if the difference is greater than or equal to the preset threshold, it is determined that the verification has failed.

[0117] It should be noted that the step of verifying the first demand value and the second demand value is performed when the first pedal signal and the second pedal signal can be obtained and parsed. In some cases, if the first pedal signal or the second pedal signal fails to be obtained or parsed, the first demand value and / or the second demand value can be replaced with the demand value contained in the auxiliary signal sent by the second brake control unit, and verification and subsequent steps can be performed. For details, please refer to the relevant content in the aforementioned embodiment and will not be repeated here.

[0118] Step S333: In response to the verification being successful, a target braking demand value is selected from the first demand value and the second demand value.

[0119] Step S334: In response to the verification failure, obtaining a candidate demand value from the auxiliary signal received from the second brake control unit, and selecting a target braking demand value from the first demand value, the second demand value, and the candidate demand values.

[0120] It is understood that the second brake control unit can be disposed on the device and communicatively connected to the first brake control unit, enabling communication between the two brake control units. The second brake control unit can also be configured to determine a candidate demand value and transmit the candidate demand value as an auxiliary signal to the first brake control unit, so that the first brake control unit can use the auxiliary signal to determine a target brake demand value when needed.

[0121] In some embodiments, the candidate demand value may be determined by the second brake control unit based on the two pedal signals. If the first brake control unit fails verification, the first brake control unit may use the demand values ​​corresponding to the two pedal signals it receives, combined with the candidate demand value determined by the second brake control unit, to determine the target brake demand value, thereby improving the accuracy of the target brake demand value.

[0122] In some embodiments, the second brake control unit is connected to the third sensor and the fourth sensor, respectively, and can obtain signals from the two sensors. The two pedal signals based on which the candidate demand value is determined include a third pedal signal from the third sensor and a fourth pedal signal from the fourth sensor.

[0123] In a specific application scenario, the first sensor and the third sensor are two units integrated on the same sensor component, the first pedal signal and the third pedal signal represent the same content, the second sensor and the fourth sensor are two units integrated on the same sensor component, and the second pedal signal and the fourth pedal signal represent the same content.

[0124] The first pedal signal is sent to the first brake control unit, and the third pedal signal is sent to the second brake control unit. The second pedal signal is sent to the first brake control unit, and the fourth pedal signal is sent to the second brake control unit. The second brake control unit is configured to determine a candidate demand value based on at least the third and fourth pedal signals. The first brake control unit is configured to determine a demand value based on at least the first and second pedal signals, which can serve as a target brake demand value.

[0125] In some embodiments, the second braking control unit executes the same logic as the first braking control unit, which respectively analyzes the third pedal signal and the fourth pedal signal to obtain a third demand value corresponding to the third pedal signal and a fourth demand value corresponding to the fourth pedal signal, and determines a candidate demand value from at least the third demand value and the fourth demand value.

[0126] In a specific application scenario, the third requirement value and the fourth requirement value are verified. If the verification is successful, a candidate requirement value is selected from the third requirement value and the fourth requirement value.

[0127] It should be noted that the first brake control unit can also send a signal to the second brake control unit. This signal can also include a demand value obtained by the first brake control unit, for example, the first demand value, the second demand value, or a demand value determined based on at least the first and second pedal signals. If the verification fails, a candidate demand value is selected from the third and fourth demand values ​​and the demand value included in the signal sent by the first control unit. For example, the demand value included in the signal sent by the first control unit can be a demand value determined by the first control unit based on at least the first and second pedal signals.

[0128] In some embodiments, the auxiliary signal sent by the second brake control unit to the first brake control unit may further include the third pedal signal and the fourth pedal signal received by the second brake control unit. The second brake control unit may also replace the third pedal signal with a third demand value obtained by parsing the third pedal signal as the auxiliary signal, or may replace the fourth pedal signal with a fourth demand value obtained by parsing the fourth pedal signal as the auxiliary signal.

[0129] It is understandable that two braking control units can be provided in the device, one of which serves as a master control unit and the other as a slave control unit. One of the first braking control unit and the second braking control unit is a master control unit and the other is a slave control unit. In the case that there is no fault in the master control unit and the corresponding braking execution device, the master control unit can serve as the first braking control unit, used to determine the target braking demand value for execution and to execute braking. If the master control unit can successfully determine the target braking demand value for execution, the master control unit can control its corresponding braking execution device to execute braking. The slave control unit serves as the second braking control unit, which can also obtain two pedal signals, parse the two pedal signals, and obtain candidate demand values, which can be used by the master control unit to determine the target braking demand value for execution.

[0130] In the event that at least one of the main control unit and the corresponding brake execution device fails, the slave control unit acts as the first brake control unit and the main control unit acts as the second brake control unit. The step of executing braking is performed when there is no failure in the slave control unit and its corresponding brake execution device and the slave control unit successfully determines the target braking demand value.

[0131] In some embodiments, each of the first and second brake control units can record their corresponding signal fault conditions and their own fault conditions. The fault condition recorded by the first brake control unit is referred to as the first fault condition, and the fault condition recorded by the second brake control unit is referred to as the second fault condition. The two brake control units can each send the recorded fault conditions to the control unit of the device in which they are located, so that the control unit can determine a corresponding braking strategy based on the fault condition. The braking strategy can be set based on actual application requirements and can be an overall device strategy determined based on the current brake-related fault condition, such as providing prompts or limiting device functions.

[0132] The self-fault condition may include a fault of the brake control unit itself, and may also include a fault of the brake execution device controlled by it.

[0133] In one implementation scenario, different strategies may be pre-stored in the device, corresponding to different fault severities, and a corresponding braking strategy may be selected based on the severity of the fault. For more severe faults, a more stringent braking strategy may be selected.

[0134] In a specific application scenario, the braking strategy includes at least one of a first degraded braking strategy, a second degraded braking strategy, and a third degraded braking strategy, with each level of degraded braking strategy corresponding to gradually increasing restrictions. The first degraded braking strategy includes controlling the display device to display a first fault prompt; the second degraded braking strategy includes controlling the display device to display a second fault prompt, limiting driving power, and restricting restarts; and the third degraded braking strategy includes controlling the display device to display a third fault prompt, directly controlling braking or prompting the driver to brake, and restricting restarts.

[0135] In a specific application scenario, the first degraded braking strategy includes the instrument reminding the driver "Please drive to a nearby repair shop (brake system failure, please pull over as soon as possible)"; the second degraded braking strategy includes the instrument alarm "Please pull over immediately", while limiting the driving power and restricting restarting; the third degraded braking strategy includes the instrument reminding the driver: "Brake failure (serious brake system failure)", while the drive motor performs motor feedback braking or reminds the driver to pull up the electronic parking brake system (Electrical Park Brake, abbreviated EPB) or press and hold the P key to park, to ensure safe parking and restrict restarting.

[0136] In some embodiments, if a single-point failure occurs (excluding a single-point failure in the brake control unit), the vehicle enters the first level of degraded braking. If two or more failures occur (including a single-point failure in the brake control unit, which is a common cause failure because a brake control unit failure can cause the actuator to be unable to be controlled and the two corresponding signals to be unable to be parsed and verified), the vehicle enters the second level of degraded braking. If this results in a loss of braking capability, the vehicle enters the third level of degraded braking. Loss of braking capability may be due to a failure that renders the actuator and / or signal unusable.

[0137] In a specific application scenario, when one of the first pedal signal, the second pedal signal, the two pedal signals received by the second brake control unit, and the brake execution devices corresponding to the two brake control units fail, the corresponding braking strategy is the first degraded braking strategy, wherein the two brake control units include the first brake control unit and the second brake control unit. A signal failure may indicate a failure to obtain a demand value. When one of the brake execution devices corresponding to the two brake control units fails, and one of the first pedal signal, the second pedal signal, the two pedal signals received by the second brake control unit fails, the corresponding braking strategy is the first degraded braking strategy. When one of the two brake control units fails, the corresponding braking strategy is the second degraded braking strategy.

[0138] If both brake control units fail or the actuators corresponding to both brake control units fail, the corresponding braking strategy is the third degraded braking strategy. If one of the two brake control units fails and the brake actuator corresponding to the other fails, the corresponding braking strategy is the third degraded braking strategy. In this case, the system has no available actuators.

[0139] It is understandable that the above is only an example and can be set specifically according to the actual fault situation.

[0140] In a specific application scenario, if one brake control unit fails and the other brake control unit can only obtain one pedal signal, the brake control unit cannot perform verification, cannot obtain a valid target braking demand value, and cannot complete braking.

[0141] In some embodiments, the signals sent between the master control unit and the slave control unit may also include their own fault conditions, so that the other party can perform corresponding processing based on the fault condition. For example, the signal sent by the master control unit includes the fault condition, so that the slave control unit can perform corresponding processing based on the fault condition. If the fault condition is that at least one of the master control unit and the corresponding brake actuator is faulty, the slave control unit can function as the first brake control unit and execute the steps required of the first brake control unit.

[0142] Please refer to FIG4 , which is a schematic diagram of a framework of a braking control system provided in some embodiments of the present application.

[0143] In this embodiment, the brake control system 40 includes a first sensor 41, a second sensor 42, and a first brake control unit 43. The first sensor 41 is configured to generate a first pedal signal related to the brake pedal; the second sensor 42 is configured to generate a second pedal signal related to the brake pedal. The first brake control unit 43 is connected to the first sensor 41 and the second sensor 42, respectively, and is configured to obtain the first pedal signal from the first sensor 41 and the second pedal signal from the second sensor 42. The first brake control unit 43 is further configured to determine the driver's target braking demand value based at least on the first and second pedal signals, and to control the brake actuator corresponding to the first brake control unit to perform braking corresponding to the target braking demand value.

[0144] In some embodiments, the braking control system 40 may further include a braking execution device corresponding to the first braking control unit 43 .

[0145] In some embodiments, the braking control system 40 further includes a third sensor and a fourth sensor. The first sensor 41 and the third sensor are the same type of sensors, and the second sensor 42 and the fourth sensor are the same type of sensors. Furthermore, the first sensor 41 and the third sensor may be two units integrated on the same sensor component, or the first sensor 41 and the third sensor may be two devices separately provided, and / or the second sensor 42 and the fourth sensor may be two units integrated on the same sensor component, or the second sensor 42 and the fourth sensor may be two devices separately provided. It is understandable that the first sensor 41 and the third sensor are integrated as two units on the same sensor component, and the second sensor 42 and the fourth sensor are integrated as two units on the same sensor component, which simplifies the components included in the braking system and facilitates the installation and setting of the sensors.

[0146] The braking control system 40 also includes a second braking control unit, which is connected to the third sensor and the fourth sensor, respectively, and is used to obtain a third pedal signal from the third sensor and a fourth pedal signal from the fourth sensor; determine the driver's candidate demand value based on at least the third pedal signal and the fourth pedal signal; and send the candidate demand value to the first braking control unit 43 for determining the target braking demand value.

[0147] Please refer to FIG5 , which is a schematic diagram of a framework of a braking control system provided in some embodiments of the present application.

[0148] In this embodiment, the brake control system 40 includes two sensor components and two brake control units, and each of the two brake control units corresponds to a brake execution device.

[0149] Each sensor component integrates at least two sensing units, each of which is used to generate a pedal signal related to the brake pedal. Each sensor component is used to generate at least two pedal signals related to the brake pedal. Each brake control unit is used to receive one pedal signal from each of the two sensor components and determine a brake demand value based on the received pedal signals.

[0150] Different brake control units can receive different road pedal signals from the same sensor component.

[0151] The following example illustrates the generation of two pedal signals for each sensor component. The two sensor components are referred to as first sensor component 51a and second sensor component 51b, and the two brake control units are referred to as master control unit 52a and slave control unit 52b. The master-slave relationship between the two brake control units can be determined based on their performance.

[0152] The first sensor component 51a generates two pedal signals and sends them to the master control unit 52a and the slave control unit 52b respectively. The second sensor component 51b generates two pedal signals and sends them to the master control unit 52a and the slave control unit 52b respectively.

[0153] The master control unit 52a analyzes the two pedal signals received from the first sensor component 51a and the second sensor component 51b to obtain demand values ​​1 and 2. The slave control unit 52b analyzes the two pedal signals received from the first sensor component 51a and the second sensor component 51b to obtain demand values ​​3 and 4.

[0154] The main control unit 52a verifies the demand value 1 and the demand value 2, and obtains the braking demand value 1. The slave control unit 52b verifies the demand value 3 and the demand value 4, and obtains the braking demand value 2.

[0155] The master control unit 52a and the slave control unit 52b can communicate with each other. The signal sent by the master control unit 52a to the slave control unit 52b may include the demand value obtained by the master control unit 52a, and the signal sent by the slave control unit 52b to the master control unit 52a may include the demand value obtained by the master control unit 52a. The signal sent by the master control unit 52a to the slave control unit 52b may include demand value 1, demand value 2, and brake demand value 1. The signal sent by the slave control unit 52b to the master control unit 52a may include demand value 3, demand value 4, and brake demand value 2.

[0156] It should be noted that the master control unit 52a and the slave control unit 52b can communicate with each other, and one can immediately notify the other of the obtained demand value after obtaining the demand value. For example, the master control unit 52a parses the received pedal signal to obtain demand value 1, and then sends demand value 1 to the slave control unit 52b.

[0157] In some cases, the two brake control units can also send pedal signals to each other, and the receiving party can parse the received signals and obtain the corresponding demand value. For example, the master control unit 52a can send the two pedal signals it received and the pedal signal corresponding to its brake demand value to the slave control unit 52b.

[0158] In some cases, the two brake control units can also send pedal signals and demand values ​​to each other.

[0159] It should be noted that, under normal circumstances, the brake control unit can receive two pedal signals from the first sensor component 51a and the second sensor component 51b, and can perform verification using the required values ​​corresponding to the pedal signals it receives.

[0160] If the brake control unit fails to verify at least one of the two pedal signals, it can obtain a demand value sent by another brake control unit to replace the demand value corresponding to the failed signal. For example, the demand value corresponding to the signal from the same sensor component as the failed signal can be preferentially selected. In a specific application scenario, if the slave control unit 52b only receives a valid signal from the first sensor component 51a, it can select the demand value obtained by parsing the signal from the second sensor component 51b sent to it by the master control unit 52a to replace the demand value of its own failed second sensor component 51b signal.

[0161] In some embodiments, the step of verifying two demand values ​​may include comparing the two demand values ​​to determine whether the difference between the two demand values ​​is less than a preset threshold value. If so, the verification is successful, and one of the demand values ​​involved in the verification can be selected as the braking demand value. For example, the larger of the demand values ​​involved in the verification can be selected as the braking demand value. If the difference between the two demand values ​​involved in the verification is greater than the preset threshold value, the demand value can be obtained from a signal sent by another braking control unit, and the braking demand value corresponding to the current braking control unit is selected from the two demand values ​​involved in the verification and the demand value obtained from the signal.

[0162] For example, if the difference between the two demand values ​​involved in the verification is greater than a preset threshold, the braking demand value determined by the other braking control unit can be obtained from the signal sent by the other braking control unit, and the braking demand value corresponding to the current braking control unit is selected from the two demand values ​​involved in the verification and the braking demand value determined by the other braking control unit.

[0163] In the case that there is no fault in the main control unit 52a and its corresponding brake execution device, the main control unit 52a controls its corresponding brake execution device to execute braking according to the braking demand value determined by it.

[0164] If the brake actuator corresponding to the master control unit 52a fails and cannot brake, or if the master control unit 52a is not faulty, the master control unit 52a can still determine the brake demand value, but it cannot control the braking. In this case, the slave control unit 52b can control its corresponding brake actuator to brake according to the brake demand value determined by the master control unit 52a or itself. Furthermore, the brake control unit can be configured to prioritize the brake demand value determined by itself for braking, so that the slave control unit 52b can prioritize the brake demand value determined by itself for braking.

[0165] If the master control unit 52a fails and is unable to receive, parse, or verify signals, nor control the brake actuator (regardless of whether the brake actuator is faulty), the slave control unit 52b can be used to control its corresponding brake actuator to brake according to its own determined brake demand value. Braking is performed only if the slave control unit 52b and its corresponding brake actuator are not faulty and the slave control unit 52b is able to determine the target brake demand value. In this case, since the master control unit 52a cannot receive, parse, or verify signals, it cannot send the demand value to the slave control unit 52b. The same applies if the master control unit 52a and its corresponding brake actuator fail.

[0166] In a specific application scenario, if the master control unit 52a malfunctions and is unable to parse and verify the signal, the master control unit 52a cannot provide the demand value to the slave control unit 52b. In this case, if the slave control unit fails to receive the signal, the target braking demand value cannot be obtained. In this case, if the brake actuator corresponding to the slave control unit fails, braking cannot be performed.

[0167] If the brake actuator corresponding to the slave control unit 52b fails but all other functions are normal, the braking of the master control unit 52a will not be affected. If the slave control unit 52b fails, the slave control unit 52b cannot receive, analyze, or verify signals, nor can it control the brake actuator (regardless of whether the brake actuator is faulty). Therefore, it cannot provide the required value to the master control unit 52a.

[0168] In a specific application scenario, if the slave control unit 52b fails, if the master control unit fails to obtain the signal, then the target braking demand value fails to be obtained, and the target braking demand value cannot be obtained.

[0169] Please refer to FIG. 6 , which is a schematic diagram of a braking control system provided in some embodiments of the present application.

[0170] In this embodiment, a vehicle braking control system 40 is used as an example for description. The braking control system 40 includes a pedal travel sensor 61 and a pedal force sensor 62. The pedal travel sensor 61 integrates a first travel sensor 61a and a second travel sensor 61b, while the pedal force sensor 62 integrates a first force sensor 62a and a second force sensor 62b.

[0171] It is understandable that the pedal travel sensor 61 and the pedal force sensor 62 are arranged on the electronic brake pedal (E-pedal) 67 of the braking control system 40. The electronic brake pedal 67 can also be integrated with a foot feel simulator to simulate the brake pedal feel.

[0172] It is understandable that the foot feel simulator can be designed as dry type (multi-stage spring, diaphragm spring) or wet type (hydraulic, oil pressure) according to needs. The dry simulator has a simple structure and is easy to arrange, but the foot feel is worse than the wet type.

[0173] The vehicle's braking control system 40 also includes a first braking unit (Brake Control Unit, BCU for short) 63 and a second braking unit 64. It is understandable that a braking unit includes an electronic control unit (ECU for short) and a corresponding braking actuator. The pedal stroke sensor device 61 can receive power from the first braking unit 63 and the second braking unit 64, and the pedal force sensor device 62 can receive power from the first braking unit (Brake Control Unit, BCU for short) 63 and the second braking unit 64. Exemplarily, one of the first stroke sensor 61a and the second stroke sensor 61b receives power from the first braking unit 63, and the other receives power from the second braking unit 64. The two sensors integrated in the same sensor device can have independent power supplies, thereby avoiding the simultaneous impact of power supply problems on the two sensors and improving system stability.

[0174] Among them, two sensors are integrated into one sensor device, and each sensor independently generates one signal. The pedal stroke sensor device 61 can generate two pedal stroke signals, and the pedal force sensor device 62 can generate two pedal force signals. The two signals generated by one sensor device can be sent to the first brake unit 63 and the second brake unit 64 respectively. For example, the signal generated by one sensor is sent to the brake control unit that supplies power to it. As shown in Figure 6, the first stroke sensor 61a receives power from the first brake unit 63, and the first stroke signal TS11 generated by it is sent to the first brake unit 63. The second stroke sensor 61b receives power from the second brake unit 64, and the second stroke signal TS12 generated by it is sent to the second brake unit 64. The first force sensor 62a receives power from the first brake unit 63, and the first force signal FS21 generated by it is sent to the first brake unit 63. The second force sensor 62b receives power from the second brake unit 64, and the second force signal FS22 generated by it is sent to the second brake unit 64.

[0175] The braking unit may be an electronic brake booster (ibooster), an electronic mechanical brake (EMB), an electronic stability control system (ESC), or the like.

[0176] In a specific application scenario, the first brake unit 63 is an electronic brake booster (ibooster) or an electronic mechanical brake (EMB), and the second brake unit 64 is an electronic stability control system (ESC) or an electronic mechanical brake (EMB).

[0177] In a specific application scenario, the first brake unit 63 and the second brake unit 64 are both electronic mechanical brakes (EMB), or one is a onebox solution and the other is a redundant brake unit (RBU), or one is an electronic brake booster (ibooster) and the other is an electronic stability control system (ESC).

[0178] The pedal travel sensor 61 and pedal force sensor 62 utilize a dual-chip or dual-core architecture, collecting and emitting two independent pedal travel signals and two independent pedal force signals. By interleaving the pedal travel and pedal force signals, the first brake unit 63 and the second brake unit 64 can both verify each other using one pedal travel signal and one pedal force signal, meeting the input redundancy requirements of brake-by-wire systems. The presence of the pedal force signal can address situations such as pedal sticking, further enhancing the applicability of the electronic brake pedal 67.

[0179] In a specific application scenario, some brake control units have a simple structure without a push rod structure, a foot feel simulator, or a travel sensor. Some brake control units are simply modified to receive and resolve hard-wired signals from force sensors.

[0180] In addition, the first brake unit 63 and the second brake unit 64 do not need to be mechanically connected to the electronic brake pedal 67, and their arrangement positions are flexible and unrestricted.

[0181] Using the electronic brake pedal 67, both brake units can capture and analyze the driver's braking intent. They can also communicate via a private bus (Controller Area Network, CAN) to perform fault diagnosis and verification. The two brake units can also perform mutual fault diagnosis and verification. If one of the first brake unit 63 and the second brake unit 64 fails, the other can still function normally and complete the braking request. If either the pedal travel sensor or the pedal force sensor fails, the two brake units can still exchange information using the private bus to identify and verify the driver's braking intent and respond to the driver's braking request.

[0182] In a specific application scenario, a hydraulic brake-by-wire system is formed using the electronic brake pedal 67 , a brake booster, and an electronic stability control system (ESC) of the vehicle body.

[0183] The first brake unit 63 and the second brake unit 64 are powered independently. If the first brake unit 63 fails, the second brake unit 64 can still operate independently, ensuring control redundancy for the wire control brake. In some embodiments, the brake control system 40 further includes a first battery 65 and a second battery 66. The first battery 65 and the second battery 66 can be two independent storage batteries or a single storage battery and a DC-DC battery. The first battery 65 supplies power to the first brake unit 63, and the second battery 66 supplies power to the second brake unit 64. The first brake unit 63 and the second brake unit 64 are powered independently. If the first brake unit 63 fails, the second brake unit 64 can still operate independently, ensuring control redundancy for the wire control brake.

[0184] The first brake unit 63 supplies power to the first stroke sensor 61a and the second stroke sensor 61b in the pedal stroke sensor 61 through two independent power supply interfaces. The second brake unit 64 supplies power to the first force sensor 62a and the second force sensor 62b in the pedal force sensor 62 through two independent power supply interfaces.

[0185] The first and second travel sensors 61a and 61b are integrated into the pedal travel sensor 61 and can respectively measure the pedal travel information. They transmit the measured first and second travel signals TS11 and TS12 in the form of pulse-width modulation (PWM) signals (or high and low level signals) to the first and second brake units 63 and 64. The first and second force sensors 62a and 62b are integrated into the pedal force sensor 62 and can respectively measure the force applied by the driver when depressing the pedals. They transmit the measured first and second force signals FS21 and FS22 in the form of pulse-width modulation (PWM) signals (or high and low level signals) to the first and second brake units 63 and 64.

[0186] After receiving the first travel signal TS11 and the first force signal FS21 from the first travel sensor 61a and the first force sensor 62a, the first brake unit 63 analyzes and verifies them. If the difference between the two signals is within a threshold, the value of the first travel signal TS11 or the first force signal FS21, which indicates the greater braking intention, is used as the driver's first brake demand value (Brake Signal 1). Simultaneously, the first brake demand value, the first travel signal TS11, and the first force signal FS21 are transmitted to the second brake unit 64 via the private bus. After receiving the second travel signal TS12 and the second force signal FS22 from the second travel sensor 61b and the second force sensor 62b, the second brake unit 64 analyzes and verifies them. If the difference between the two signals is within a threshold, the value of the second travel signal TS12 and the second force signal FS22, which indicates the greater braking intention, is used as the driver's second brake demand value (Brake Signal 2). Simultaneously, the second brake demand value, the second travel signal TS12, and the second force signal FS22 are transmitted to the first brake unit 63.

[0187] Among them, under normal circumstances, the first braking unit 63 serves as the main braking unit. If the first braking unit 63 fails, the second braking unit 64 will perform braking (the first braking unit 63 and the second braking unit 64 will send their own fault signals to each other through a private bus) so that the other party can handle the corresponding fault situation.

[0188] When the first brake unit 63 controls the braking, the first brake demand value obtained by its own analysis and verification is used first (if the first brake demand value fails, the second brake demand value is used); when the second brake unit 64 controls, the second brake demand value obtained by its own analysis and verification is used first (if the second brake demand value fails, the first brake demand value is used).

[0189] Under normal circumstances, the first brake unit 63 or the second brake unit 64 will give priority to using the two signals received and analyzed by itself for verification as the driver's first braking demand value or the second braking demand value:

[0190] 1) When the first travel sensor 61a in the pedal travel sensor device 61 fails, the first travel signal TS11 is unreliable. At this time, the first brake unit 63 obtains the second travel signal TS12 obtained by the second brake unit 64 parsing the second travel sensor 61b in the pedal travel sensor device 61 from the bus, uses the first force signal FS21 and the second travel signal TS12 to complete verification, and issues a first braking demand value. When the first force sensor 62a in the pedal force sensor device 62 fails, the first force signal FS21 is unreliable. At this time, the first brake unit 63 obtains the second force signal FS22 obtained by the second brake unit 64 parsing the second force sensor 62b in the pedal force sensor device 62 from the bus, uses the first travel signal TS11 and the second force signal FS22 to complete verification, and issues a first braking demand value.

[0191] 2) When both the first travel sensor 61a in the pedal travel sensor 61 and the first force sensor 62a in the pedal force sensor 62 fail, a first brake demand value failure is reported. The first brake unit 63 then obtains the second brake demand value obtained by parsing and verifying the second brake unit 64 from the bus to perform brake control.

[0192] 3) When both the first travel sensor 61a and the second travel sensor 61b in the pedal travel sensor 61 fail, the first travel signal TS11 and the second travel signal TS12 become unreliable. If the first force sensor 62a and the second force sensor 62b in the pedal force sensor 62 are not faulty, the first brake unit 63 uses the larger value of the first force signal FS21 or the second force signal FS22, which indicates the braking intention, as the driver's braking demand value to perform braking control.

[0193] 4) After the first brake unit 63 analyzes the first travel sensor 61a and the first force sensor 62a, and verifies the first travel signal TS11 and the first force signal FS21, if the difference between the two signals is greater than a threshold, the second brake demand value obtained by the second brake unit 64 after analysis and verification is obtained using the first travel signal TS11, the first force signal FS21, and the private bus. The value of the three that best represents the braking intention is used as the driver's brake demand value for braking control;

[0194] 5) When the first brake unit 63 is unable to complete the analysis and verification and obtain the first brake demand value, a first brake demand value fault will be reported. At the same time, the second brake unit 64 is unable to complete the analysis and verification and obtain the second brake demand value, and a second brake demand value fault will be reported. At this time, the brake fails, and the drive motor performs motor feedback braking or reminds the driver to pull up the electronic parking brake system (Electrical Park Brake, abbreviated as EPB) or press and hold the P key to park, ensuring safe parking and restricting restarting.

[0195] 6) In the following three situations: the first brake unit 63 fails to complete the initial signal analysis of the two sensors connected to it, the first brake unit 63 cannot obtain two valid (or more, excluding the second braking demand value) signals for verification, the first brake unit 63 is greater than the threshold when the difference between the two signals (excluding the second braking demand value) is verified and the second braking demand value signal is unavailable due to a fault, then the first brake unit 63 will report a first braking demand value fault.

[0196] The verification rules for the second brake unit 64 are similar.

[0197] The Electronic Control Units (ECUs) in both brake units are responsible for powering the pedal travel sensor 61 and pedal force sensor 62 in the electronic brake pedal 67 and performing signal analysis and verification. Therefore, a failure in the ECU in the first brake unit 63 will simultaneously cause a failure in the first brake demand value and disable the actuator in the first brake unit 63. Similarly, a failure in the ECU in the second brake unit 64 will simultaneously cause a failure in the second brake demand value and disable the brake actuator in the second brake unit 64 (a common cause failure).

[0198] When a single point failure occurs (excluding the failure of the electronic control unit contained in the first brake unit 63 or the second brake unit 64), the first level of downgraded braking will be entered; if two or more points of failure occur (including the failure of the electronic control unit contained in the first brake unit 63 or the second brake unit 64), the second level of downgraded braking will be entered. If it results in loss of braking ability, the third level of downgraded braking will be entered.

[0199] When only one of the first stroke signal TS11, the second stroke signal TS12, the first force signal FS21, the second force signal FS22, the brake actuator included in the first brake unit 63, and the brake actuator included in the second brake unit 64 fails, the first level of downgraded braking is entered, and the instrument will remind the driver "Please drive to a nearby repair shop (brake system failure, please pull over as soon as possible)".

[0200] When the brake actuator included in the first brake unit 63 fails (the electronic control unit in the brake unit is not faulty) and the second brake demand value fails, the second brake unit 64 and the first brake demand value form a set of brake control units to perform brake control. At this time, it is the second level of degraded braking, and the instrument panel will sound an alarm "Please pull over immediately", while the driving power is limited and restarting is restricted;

[0201] When the brake actuator included in the second brake unit 64 fails (the electronic control unit in the brake unit is not faulty) and the first brake demand value fails, the first brake unit 63 and the second brake demand value form a set of brake control units to perform brake control. At this time, it is the second level of degraded braking, and the instrument panel will sound an alarm "Please pull over immediately", while the driving power is limited and restarting is restricted;

[0202] When the brake actuator included in the first brake unit 63 and the brake actuator included in the second brake unit 64 fail, or the first brake demand value and the second brake demand value fail, the friction mechanical brake fails and the vehicle enters the third level of degraded braking. At this time, the instrument panel reminds the driver: "Brake failure (serious brake system failure)", and the drive motor performs motor feedback braking or reminds the driver to apply the Electric Park Brake (EPB) or press and hold the P key to park the vehicle, ensuring safe parking and restricting further starting.

[0203] When the number of faults in the brake execution device included in the first brake unit 63, the brake execution device included in the second brake unit 64, the first brake demand value, and the second brake demand value is greater than or equal to 3, the friction mechanical brake fails and enters the third level of downgraded braking. At this time, the instrument reminds the driver: "Brake failure (serious fault in the brake system)", and at the same time, the drive motor performs motor feedback braking or reminds the driver to pull up the electronic parking brake system (Electrical Park Brake, abbreviated as EPB) or press and hold the P key to park, ensuring safe parking and restricting starting again.

[0204] The specific situation of the braking demand value can be referred to the content in the above embodiment and will not be listed one by one.

[0205] The specific control strategy is shown as follows:

[0206] In the table, ●--fault; ○--no fault; --Common causes lead to failure.

[0207] Among them, the failure of the braking unit is different from the failure of the braking execution device contained in the braking unit. If the braking unit fails (the scope is larger, including the electronic control unit and the braking execution device), if the electronic control unit fails, the analysis and verification of the pedal travel signal and the pedal force signal cannot be completed, which will simultaneously cause the corresponding first braking demand value or the second braking demand value to fail, and the braking execution device contained in the braking unit cannot work.

[0208] The brake actuator included in the brake unit refers to the mechanical hydraulic mechanism or motor drive mechanism that controls the wheel end pressure to be built up by the brake unit.

[0209] The pedal travel sensor device 61 is a dual-chip or dual-core design (relatively independent). When one of the sensors of the first travel signal TS11 and the second travel signal TS12 fails, due to the cross-arrangement for signal analysis, the braking unit can use the other normal travel signal through a private bus to complete the driver's braking demand identification and obtain the corresponding braking demand value, reducing the risk of single-point failure.

[0210] The pedal force sensor device 62 is a dual-chip or dual-core design (relatively independent). When one of the sensors of the first force signal FS21 and the second force signal FS22 fails, the brake unit can use the other normal force signal through a private bus to complete the driver's braking demand identification and obtain the corresponding braking demand value due to the cross arrangement for signal analysis, thereby reducing the risk of single-point failure.

[0211] Among them, the first level of downgraded braking may include the instrument reminding the driver "Please drive to a nearby repair shop (brake system failure, please pull over as soon as possible)";

[0212] The second level of braking degradation may include an instrument panel warning "Please pull over immediately", while limiting driving power and restricting restarting;

[0213] The third level of downgraded braking may include the instrument reminding the driver: "Brake failure (serious fault in the brake system)", while parking or reminding the driver to park, ensuring safe parking, and restricting restarting.

[0214] If either the pedal travel sensor or the pedal force sensor fails, the first brake unit 63 and the second brake unit 64 exchange information via a private bus, still able to identify and verify the driver's braking intention, thus ensuring input redundancy for brake-by-wire control. The electronic brake pedal 67 is hard-wired to both brake control units, eliminating the need for mechanical connections. Its installation location is unrestricted, and mechanical decoupling of the brakes decouples the upper and lower sections of the skateboard chassis.

[0215] In a specific application scenario, in addition to purchasing a special electronic brake pedal 67, only the traditional electronic brake booster (ibooster) and the electronic stability control system (Electronic Stability Controller, ESC) combination (Two-Box solution) need to be simply modified. The software function logic of the brake does not need to be changed, and the brake controller and actuator can be used. Only the traditional brake pedal is replaced with the electronic brake pedal 67, and the cost and development fee will not change significantly.

[0216] Please refer to FIG. 7 , which is a schematic diagram of a framework of an electronic device provided in some embodiments of the present application.

[0217] In this embodiment, the electronic device 70 includes a memory 71 and a processor 72. The processor 72 may also be referred to as a central processing unit (CPU). The processor 72 may be an integrated circuit chip having signal processing capabilities. The processor 72 may also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component. The general-purpose processor may be a microprocessor, or the processor 72 may also be any conventional processor 72, etc.

[0218] The memory 71 in the electronic device 70 is used to store program instructions required for the processor 72 to run. The processor 72 is used to execute the program instructions to implement any embodiment of the braking control method provided in this application.

[0219] Please refer to FIG8 , which is a schematic diagram of a framework of a computer-readable storage medium provided in some embodiments of the present application.

[0220] The computer-readable storage medium 80 of the embodiment of the present application stores program instructions 81. When executed by a processor, the program instructions 81 implement the braking control method provided by the present application. The program instructions 81 can be stored in the computer-readable storage medium 80 as a program file in the form of a software product, so that a computer device (which can be a personal computer, server, or network device, etc.) can execute all or part of the steps of the various embodiments of the present application. The aforementioned computer-readable storage medium 80 includes various media that can store program code, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, or terminal devices such as a computer, server, mobile phone, or tablet.

[0221] The above description of the various embodiments tends to emphasize the differences between the various embodiments. The same or similar aspects can be referenced with each other and will not be repeated herein for the sake of brevity.

[0222] In the several embodiments provided in this application, it should be understood that the disclosed methods and devices can be implemented in other ways. For example, the device implementation methods described above are only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation. For example, units or components can be combined or integrated into another subsystem, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0223] In addition, the functional units in the various embodiments of the present application can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of a software functional unit. If the integrated unit is implemented in the form of 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 the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) or a processor to execute all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

Claims

1. A braking control method, characterized in that: The method comprises: The first brake control unit obtains a first pedal signal from the first sensor and a second pedal signal from the second sensor; determining a target braking demand value of a driver based on at least the first pedal signal and the second pedal signal; The brake execution device corresponding to the first brake control unit is controlled to execute braking corresponding to the target brake demand value.

2. The method according to claim 1, characterized in that The determining the target braking demand value of the driver based on at least the first pedal signal and the second pedal signal includes: respectively analyzing the first pedal signal and the second pedal signal to obtain a first demand value and a second demand value; The target braking demand value is determined at least from the first demand value and the second demand value.

3. The method according to claim 2, characterized in that The determining the target braking demand value at least from the first demand value and the second demand value includes: Verifying the first demand value and the second demand value; In response to a verification failure, obtaining a candidate demand value from an auxiliary signal received from a second brake control unit, and selecting the target brake demand value from the first demand value, the second demand value, and the candidate demand values, the candidate demand value being determined by the second brake control unit based on two pedal signals; and / or In response to the verification being successful, the target braking demand value is selected from the first demand value and the second demand value.

4. The method according to claim 3, characterized in that The two pedal signals include a third pedal signal from a third sensor and a fourth pedal signal from a fourth sensor.

5. The method according to claim 4, characterized in that The first sensor and the third sensor are sensors of the same type, and the second sensor and the fourth sensor are sensors of the same type.

6. The method according to any one of claims 1 to 5, characterized in that The step of determining the driver's target braking demand value based on at least the first pedal signal and the second pedal signal is performed when both the first pedal signal and the second pedal signal are successfully acquired; Before controlling the brake execution device corresponding to the first brake control unit to execute braking corresponding to the target brake demand value, the method further includes: receiving an auxiliary signal sent by a second brake control unit; In response to a failure to obtain at least one of the first pedal signal and the second pedal signal and the received auxiliary signal including at least one demand value, determining a target braking demand value of the driver based on the auxiliary signal and a valid pedal signal that is successfully obtained from the first pedal signal and the second pedal signal; and / or In response to a failure in receiving the auxiliary signal or the received auxiliary signal not including a demand value, it is determined that acquisition of the target braking demand value has failed.

7. The method according to claim 6, characterized in that In response to a failure to obtain at least one of the first pedal signal and the second pedal signal and the received auxiliary signal including at least one demand value, determining a target braking demand value of the driver based on the auxiliary signal and a successfully obtained valid pedal signal of the first pedal signal and the second pedal signal, including: In response to a failure to obtain one of the first pedal signal and the second pedal signal and the received auxiliary signal including at least one demand value, using the demand value included in the auxiliary signal as a target demand value, and determining the target braking demand value from the demand value corresponding to the valid pedal signal and the target demand value; In response to failure to obtain both the first pedal signal and the second pedal signal and the received auxiliary signal including at least one demand value, the target braking demand value is determined from the demand values ​​included in the auxiliary signal.

8. The method according to claim 7, characterized in that The taking a demand value included in the auxiliary signal as a target demand value includes: In response to the auxiliary signal including demand values ​​corresponding to two pedal signals respectively, preferentially using, as the target demand value, the demand value corresponding to the pedal signal of the two pedal signals that is from the same type of sensor as the failed pedal signal, the two pedal signals including a third pedal signal from the third sensor and a fourth pedal signal from the fourth sensor, the first sensor and the third sensor being of the same type, the second sensor and the fourth sensor being of the same type, and the failed pedal signal being the pedal signal that failed to be acquired between the first pedal signal and the second pedal signal; And / or, determining the target braking demand value from the demand value included in the auxiliary signal includes: Using the candidate demand value included in the auxiliary signal as the target braking demand value; or, determining the target braking demand value from the demand values ​​corresponding to the two pedal signals included in the auxiliary signal; The two pedal signals come from the third sensor and the fourth sensor respectively, and the candidate demand value is determined by the second brake control unit based on the demand values ​​corresponding to the two pedal signals respectively.

9. The method according to any one of claims 3 to 8, characterized in that One of the first brake control unit and the second brake control unit is a master control unit, and the other is a slave control unit.

10. The method according to any one of claims 3 to 9, characterized in that The method further comprises: Record the signal fault condition and the fault condition of the first braking control unit corresponding to the first braking control unit as a first fault condition, and send the first fault condition to the control unit of the device, so that the control unit determines a corresponding braking strategy based on the first fault condition and the second fault condition of the second braking control unit.

11. The method according to claim 10, characterized in that The braking strategy includes at least one of a first degraded braking strategy, a second degraded braking strategy, and a third degraded braking strategy; Among them, the first degraded braking strategy includes controlling the display device to display a first fault prompt, the second degraded braking strategy includes controlling the display device to display a second fault prompt, limiting driving power and limiting restarting, and the third degraded braking strategy includes controlling the display device to display a third fault prompt, controlling braking or prompting the driver to perform braking, and limiting restarting.

12. The method according to claim 11, characterized in that When one of the first pedal signal, the second pedal signal, and two pedal signals received by the second brake control unit and the brake actuators corresponding to the two brake control units fails, the corresponding braking strategy is a first degraded braking strategy, wherein the two brake control units include the first brake control unit and the second brake control unit; When one of the brake actuators corresponding to the two brake control units fails and one of the first pedal signal, the second pedal signal, and the two pedal signals received by the second brake control unit fails, the corresponding braking strategy is the first degraded braking strategy; When one of the two brake control units fails, the corresponding braking strategy is the second degraded braking strategy; When both of the two brake control units fail or the actuators corresponding to the two brake control units fail, the corresponding braking strategy is the third degraded braking strategy; When one of the two brake control units fails and the brake actuator corresponding to the other fails, the corresponding braking strategy is the third degraded braking strategy.

13. The method according to any one of claims 1 to 12, characterized in that The first sensor is a pedal travel sensor, and the pedal signal generated by the first sensor is a pedal travel signal; and / or the second sensor is a pedal force sensor, and the pedal signal generated by the second sensor is a pedal force signal.

14. A braking control system, characterized in that: The brake control system includes: a first sensor for generating a first pedal signal related to a brake pedal; a second sensor for generating a second pedal signal related to the brake pedal; A first brake control unit is connected to the first sensor and the second sensor, respectively, and is used to obtain a first pedal signal from the first sensor and a second pedal signal from the second sensor; determine the driver's target braking demand value based at least on the first pedal signal and the second pedal signal; and control the brake execution device corresponding to the first brake control unit to perform braking corresponding to the target braking demand value.

15. The system according to claim 14, wherein: The brake control system further includes a third sensor and a fourth sensor, the third sensor being configured to generate a third pedal signal related to the brake pedal, and the fourth sensor being configured to generate a fourth pedal signal related to the brake pedal; The brake control system further includes: A second braking control unit is connected to the third sensor and the fourth sensor, respectively, and is used to obtain a third pedal signal from the third sensor and a fourth pedal signal from the fourth sensor; determine a candidate demand value of the driver based at least on the third pedal signal and the fourth pedal signal; and send the candidate demand value to the first braking control unit for determining the target braking demand value.

16. The system according to claim 15, wherein: The first sensor and the third sensor are integrated into the same sensor component, and the second sensor and the fourth sensor are integrated into another sensor component.

17. An electronic device, characterized in that: The method comprises a memory and a processor, wherein program instructions are stored in the memory, and when the program instructions are executed by the processor, the method according to any one of claims 1 to 13 is implemented.

18. A computer-readable storage medium having program instructions stored thereon, characterized in that: When the program instructions are executed by a processor, the method according to any one of claims 1 to 13 is implemented.

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