Redundant braking control method and system, device, and vehicle

Abstract

A redundant braking control method, applied to the technical field of brake-by-wire. The method comprises: acquiring an overall braking force of a vehicle, a plurality of target wheel braking pressures, and motor signals of a hydraulic system, and identifying a braking intent of a driver to obtain a driver requested braking force; obtaining a fluid replenishment request and valve control information of the vehicle on the basis of the motor signals; obtaining a target overall braking force of the vehicle on the basis of the overall braking force and the driver requested braking force, and obtaining a target servo cylinder pressure and a target wheel pressure of the vehicle on the basis of the target overall braking force and the target wheel braking pressures; determining the state of the hydraulic system on the basis of the fluid replenishment request, the valve control information, the target servo cylinder pressure and the target wheel pressure; and controlling the hydraulic system on the basis of the target servo cylinder pressure and the state of the hydraulic system. The present application achieves accurate control of redundant braking, thereby ensuring the driving safety, and facilitating decoupling of brake pedals. Also provided are a redundant braking control system, an electronic device, and a vehicle.

Description

A redundant braking control method, system, device and vehicle Technical Field

[0001] This invention relates to the field of brake-by-wire technology, and in particular to a redundant braking control method, system, device, and vehicle. Background Technology

[0002] Brake-by-wire (BBW) is an emerging automotive braking technology that eliminates the direct mechanical connection between the brake pedal and the brake system. Instead, it uses electronic sensors to capture the driver's braking intentions, which are then processed by the Electronic Control Unit (ECU) to ultimately control the braking force output by the brake actuator. In this technology, the vehicle is braked by Wire based on the driver's braking intentions and requested braking force. However, vehicle brake-by-wire is often affected by factors such as the operating characteristics of the vehicle's hydraulic system, wheel characteristics, and other braking forces related to autonomous driving and electronic braking. Current technologies often only consider the driver's braking request when implementing brake-by-wire, lacking consideration of other crucial factors, thus requiring improvement in control precision.

[0003] Summary of the Invention

[0004] The purpose of this invention is to at least partially solve one of the technical problems existing in the prior art.

[0005] Therefore, the purpose of this invention is to provide a redundant braking control method, system, device, and vehicle.

[0006] To achieve the above-mentioned technical objectives, the technical solutions adopted in the embodiments of the present invention include:

[0007] On one hand, embodiments of the present invention provide a redundant braking control method, comprising the following steps:

[0008] The system acquires the vehicle's overall braking force, target braking pressure at multiple wheels, and motor signals from the hydraulic system, and identifies the driver's braking intention to obtain the driver's requested braking force.

[0009] Based on the motor signal, the vehicle's fluid replenishment request and valve control information are obtained;

[0010] Based on the vehicle braking force and the driver's requested braking force, the vehicle's target braking force is obtained, and based on the vehicle's target braking force and the wheel target braking pressure, the vehicle's servo cylinder target pressure and wheel target pressure are obtained.

[0011] The state of the hydraulic system is determined based on the fluid replenishment request, the valve control information, the target pressure of the servo cylinder, and the target pressure of the wheel.

[0012] The hydraulic system is controlled based on the target pressure of the servo cylinder and the state of the hydraulic system.

[0013] On the other hand, embodiments of the present invention provide a redundant braking control system, including:

[0014] The acquisition module is used to acquire the vehicle's total braking force, target braking pressure of multiple wheels, and motor signals of the hydraulic system;

[0015] The driver intent recognition module is used to identify the driver's braking intent and obtain the braking force requested by the driver;

[0016] The first processing module is used to obtain the vehicle's fluid replenishment request and valve control information based on the motor signal;

[0017] The second processing module is used to obtain the target braking force of the vehicle based on the vehicle braking force and the driver's requested braking force, and to obtain the target pressure of the servo cylinder and the target pressure of the wheel based on the target braking force of the vehicle and the target braking pressure of the wheel.

[0018] The hydraulic system status module is used to determine the status of the hydraulic system based on the fluid replenishment request, the valve control information, the target pressure of the servo cylinder, and the target pressure of the wheel.

[0019] The hydraulic system control module is used to control the hydraulic system based on the target pressure of the servo cylinder and the state of the hydraulic system.

[0020] In another aspect, embodiments of the present invention provide an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the redundant braking control method described above.

[0021] In another aspect, embodiments of the present invention provide a vehicle characterized by including either the redundant braking control system or the electronic device described above.

[0022] The beneficial effects of this invention are as follows: It provides a redundant braking control method, system, device, and vehicle. First, it acquires the vehicle's target wheel braking pressure, the motor signal of the hydraulic system, and the braking force related to autonomous driving and electronic braking. Simultaneously, it identifies the driver's braking intention to obtain the driver's requested braking force. Then, it arbitrates the driver's requested braking force and the braking force related to autonomous driving and electronic braking to determine the vehicle's overall target braking force. It also arbitrates the overall vehicle target braking force and the target wheel braking pressure to obtain the vehicle's servo cylinder target pressure and wheel target pressure. Subsequently, based on the servo cylinder target pressure, wheel target pressure, and the fluid replenishment request and valve control information obtained through the motor signal, it determines the state of the hydraulic system and, in conjunction with the servo cylinder target pressure, controls the operation of the hydraulic system. This invention comprehensively considers multiple braking force requests, including the driver's braking request, other braking requests related to autonomous driving and electronic braking, and wheel braking requests, as well as the hydraulic system's fluid replenishment request, to achieve redundant braking control. This significantly improves the accuracy of redundant braking control, achieves better redundant braking effects, ensures driving safety, and facilitates the decoupling of the brake pedal.

[0023] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0024] Figure 1 is a flowchart of a redundant braking control method provided by the present invention;

[0025] Figure 2 is a schematic diagram of a redundant braking control method provided by the present invention;

[0026] Figure 3 is a flowchart of the present invention for obtaining vehicle braking force, wheel target braking pressure and motor signal;

[0027] Figure 4 is a flowchart of the process for determining fluid replenishment requests and valve control information provided by the present invention;

[0028] Figure 5 is a flowchart of the process for determining the target pressure of the servo cylinder and the target pressure of the wheel provided by the present invention;

[0029] Figure 6 is a schematic diagram of the hydraulic control module provided by the present invention;

[0030] Figure 7 is a flowchart of the driver intention recognition provided by the present invention;

[0031] Figure 8 is a flowchart of the initial data processing provided by the present invention;

[0032] Figure 9 is a flowchart of the basic data processing provided by the present invention;

[0033] Figure 10 is a flowchart of determining the stiffness learning state bit provided by the present invention;

[0034] Figure 11 is a flowchart of the stiffness detection service signal provided by the present invention;

[0035] Figure 12 is a flowchart of a method for determining the driver's requested braking force according to the present invention;

[0036] Figure 13 is another flowchart of the present invention for determining the driver's requested braking force;

[0037] Figure 14 is a structural diagram of a redundant braking control system provided by the present invention. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0039] The present application will be further described below with reference to the accompanying drawings and specific embodiments. The described embodiments should not be considered as limitations on the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0040] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0041] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0042] Brake-by-wire is an emerging automotive braking technology that eliminates the direct mechanical connection between the brake pedal and the brake. Instead, it uses electronic sensors to collect the driver's braking intentions, processes these signals through an electronic control unit, and ultimately controls the brake actuator to output braking force.

[0043] In related technologies, vehicle brake-by-wire is performed based on the driver's braking intention and the braking force requested by the driver. However, vehicle brake-by-wire is often affected by factors such as the working characteristics of the vehicle's hydraulic system, wheel characteristics, and other braking forces related to autonomous driving and electronic brake control. In implementing brake-by-wire, related technologies often only consider the driver's braking request and lack consideration for other key factors, thus the control accuracy of brake-by-wire needs to be improved.

[0044] Furthermore, the core of a brake-by-wire system is accurately identifying the driver's braking intention. Related technologies use pedal simulators to determine the driver's actions, combining these actions with vehicle movement data to create an algorithmic model that identifies the driver's braking intention. However, the driver's braking intention is often related to factors such as the vehicle's hydraulic system's operating characteristics, actuator characteristics, pedal characteristics, and functional characteristics. These technologies lack consideration for other crucial factors when identifying the driver's braking intention, resulting in less accurate identification and impacting the vehicle's braking performance.

[0045] In view of this, the present invention provides a redundant braking control method, system, device, and vehicle, mainly divided into a basic power assist control section and a driver intention recognition section. The basic power assist control section includes a driver intention recognition section. In the driver intention recognition section, the driver's braking intention is identified through various key factors such as lever characteristics, pedal characteristics, and the working and functional characteristics of the hydraulic system, thereby improving the accuracy of driver braking intention recognition. In the basic power assist control section, multiple braking force requests, such as the driver's braking request, other braking requests related to automatic driving and electronic braking, and wheel braking requests, as well as hydraulic system fluid replenishment requests, are arbitrated to achieve redundant braking control, improving the accuracy of redundant braking control and thus ensuring driving safety.

[0046] The redundant braking control method provided by the present invention will be further described and explained below.

[0047] This invention provides a redundant braking control method that can be applied to terminals, servers, or software running on either terminal or server. Terminals can be tablets, laptops, desktop computers, etc., but are not limited to these. Servers can be independent physical servers, server clusters or distributed systems composed of multiple physical servers, or cloud servers providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks, and big data and artificial intelligence platforms. Furthermore, a server can be a node server in a blockchain network, but is not limited to this. Blockchain is a new application model of computer technologies such as distributed data storage, peer-to-peer transmission, consensus mechanisms, and encryption algorithms.

[0048] First, the implementation steps of the basic assist control part of the redundant braking control method provided by the present invention will be described in detail below with reference to the accompanying drawings.

[0049] Referring to Figures 1 and 2, Figure 1 is a flowchart of a redundant braking control method provided by the present invention, and Figure 2 is a schematic diagram of a redundant braking control method provided by the present invention. The redundant braking control method provided by the present invention mainly includes the following steps S101-S105.

[0050] S101 acquires the vehicle's overall braking force, target braking pressure of multiple wheels, and motor signals of the hydraulic system, and identifies the driver's braking intention to obtain the driver's requested braking force.

[0051] In this step, the vehicle's overall braking force, target braking pressure at multiple wheels, and motor signals from the hydraulic system are acquired. Simultaneously, based on various key factors such as pushrod characteristics, pedal characteristics, and the operating and functional characteristics of the hydraulic system, combined with the driver intent recognition section described earlier, the driver's braking intent is identified to determine the requested braking force. All of this data is used to achieve precise control of redundant braking.

[0052] It should be understood that specific embodiments of the driver intent recognition component will be described in detail in later sections.

[0053] S102 obtains the vehicle's fluid replenishment request and valve control information based on the motor signal.

[0054] It should be noted that the fluid replenishment request is used to control the hydraulic system motor to reverse when there is no fluid inside the wheel cylinder, so that fluid can re-enter the pressure-building chamber from the oil reservoir to replenish the fluid.

[0055] Specifically, in a hydraulic system, a control motor pushes a piston, causing fluid to flow from the pressure-building chamber into the wheel cylinder, thus achieving pressure build-up. After the hydraulic system has built up pressure, if the vehicle's Anti-lock Braking System (ABS) is activated, fluid will flow back from the wheel cylinder to the reservoir, resulting in no fluid inside the wheel cylinder. In this situation, a fluid replenishment request will be triggered. Upon receiving the request, the hydraulic system will control its motor to reverse, causing fluid to re-enter the pressure-building chamber from the reservoir, thereby replenishing the fluid and restoring pressure.

[0056] It is understandable that valve control information is used to characterize control information related to the solenoid valves of the hydraulic system. Valve control information may include, but is not limited to, solenoid valve control requests, solenoid valve target status, servo cylinder actual pressure, and servo cylinder target action mode.

[0057] In this step, the motor signals are processed to determine the vehicle's fluid replenishment request and valve control information such as solenoid valve control requests, solenoid valve target status, servo cylinder actual pressure, and servo cylinder target action mode.

[0058] S103: Based on the vehicle braking force and the driver's requested braking force, the vehicle's target braking force is obtained, and based on the vehicle's target braking force and the wheel target braking pressure, the vehicle's servo cylinder target pressure and wheel target pressure are obtained.

[0059] In this step, firstly, the vehicle braking force and the driver's requested braking force obtained in the previous steps are arbitrated to obtain the vehicle's target braking force; then, the wheel target braking pressure and the vehicle target braking force obtained in the previous steps are arbitrated to obtain the vehicle's servo cylinder target pressure and wheel target pressure.

[0060] S104 determines the state of the hydraulic system based on the fluid replenishment request, valve control information, servo cylinder target pressure, and wheel target pressure.

[0061] It should be noted that the hydraulic system used in this invention is an integrated brake system (IBS) hydraulic system, and uses an X-type pipeline as the pressure-building circuit. The hydraulic system's states mainly include any one of the following: non-working state, mechanical backup state, valve control state, pressure-building state, fluid replenishment state, stiffness detection state, diagnostic state, or long-term braking state.

[0062] In this step, after obtaining the target pressure of the servo cylinder and the target pressure of the wheel, the target pressure of the servo cylinder and the target pressure of the wheel are combined with the fluid replenishment request and valve control information obtained in the previous steps to determine the state of the hydraulic system.

[0063] S105 controls the hydraulic system based on the target pressure of the servo cylinder and the state of the hydraulic system.

[0064] In this step, after determining the state of the hydraulic system, the target pressure of the servo cylinder and the state of the hydraulic system are comprehensively processed, and the processing results are used to control the operation of the solenoid valves, motors and servo cylinders of the hydraulic system.

[0065] In some embodiments of the present invention, referring to Figures 2 and 3, the process of acquiring the vehicle's overall braking force, target braking pressure of multiple wheels, and motor signals of the hydraulic system in step S101 may include, but is not limited to, the following steps S201-S203.

[0066] S201, obtain the first braking force and the second braking force, and select the maximum value of the first braking force and the second braking force as the vehicle braking force.

[0067] It should be noted that the vehicle's braking force may include, but is not limited to, a first braking force and a second braking force. The first braking force may include, but is not limited to, multiple braking forces corresponding to the vehicle's autonomous driving functions; the second braking force may include, but is not limited to, multiple braking forces corresponding to the vehicle's electronically controlled braking functions.

[0068] Optionally, the electronic braking function may include, but is not limited to, Automatic Vehicle Hold (AVH) and Electronic Park Brake (EPB) functions.

[0069] In this step, firstly, multiple braking forces corresponding to the vehicle's autonomous driving functions and multiple braking forces corresponding to the vehicle's electronic braking functions are obtained. Then, arbitration processing is performed on these multiple braking forces to obtain the total vehicle braking force. Specifically, the maximum value is selected from the multiple braking forces corresponding to the vehicle's autonomous driving functions and multiple braking forces corresponding to the vehicle's electronic braking functions, and the selected maximum value is used as the total vehicle braking force output.

[0070] S202, obtain the target braking pressure of each wheel as the target braking pressure of the wheel, thereby obtaining multiple target braking pressures of the wheels.

[0071] It should be noted that the target braking pressure of the wheels is obtained through the vehicle's anti-lock braking system.

[0072] In this step, the vehicle's anti-lock braking system is used to detect the target braking pressure of the four wheels, and the target braking pressure of each wheel is used as the target braking pressure of the wheel, thus obtaining multiple target braking pressures of the wheels.

[0073] S203, acquire the position signal, speed signal and torque signal of the motor in the hydraulic system as motor signals.

[0074] In this step, the motor of the hydraulic system is tested to obtain the position signal, speed signal and torque signal of the motor of the hydraulic system, and these signals are used as motor signals.

[0075] It should be understood that in the above steps, steps S201-S203 can be executed in parallel (i.e., steps S201-S203 are executed simultaneously) or in sequence (i.e., steps S201-S203 are executed sequentially). The present invention does not make specific limitations in this regard.

[0076] In some embodiments of the present invention, referring to Figures 2 and 4, the process of obtaining the vehicle's fluid replenishment request and valve control information based on the motor signal in step S102 may include, but is not limited to, the following steps S301-S303.

[0077] S301 processes the motor signal to obtain the pressure, volume, piston stroke, and piston speed information of the hydraulic system's pressure-building chamber.

[0078] In this step, after receiving the motor signal from the hydraulic system, the signal is processed to obtain the pressure, volume, piston stroke, and piston speed information of the hydraulic system's pressure-building chamber. The piston stroke and speed information of the pressure-building chamber are combined with the target pressure of the servo cylinder to determine the vehicle's fluid replenishment request; the pressure and volume information of the pressure-building chamber are combined with the status of the solenoid valves in the hydraulic system to determine the vehicle's valve control information.

[0079] S302 generates a fluid replenishment request based on piston stroke information, piston speed information, and servo cylinder target pressure.

[0080] In this step, piston stroke information, piston speed information, and servo cylinder target pressure are used to detect whether there is liquid inside the wheel cylinder; if no liquid is detected inside the wheel cylinder, a liquid replenishment request is output.

[0081] S303: Obtain the status of the solenoid valve in the hydraulic system, and based on the solenoid valve's status, volume information, and pressure information, obtain the solenoid valve control request, the solenoid valve target status, the servo cylinder's actual pressure, and the servo cylinder's target action mode as valve control information.

[0082] It should be noted that the state and target state of the solenoid valve mainly include either the open state or the closed state.

[0083] In this step, firstly, the status of the solenoid valve in the hydraulic system is obtained; then, based on the characteristics of the solenoid valve in the hydraulic system, the status, volume information and pressure information of the solenoid valve are processed to obtain the solenoid valve control request, the target status of the solenoid valve, the actual pressure of the servo cylinder and the target action mode of the servo cylinder, and this information is used as valve control information.

[0084] In some embodiments of the present invention, referring to Figures 2 and 5, in step S103, the process of obtaining the target braking force of the vehicle based on the vehicle braking force and the driver's requested braking force may include, but is not limited to, the following step S401.

[0085] S401 calculates the sum of the vehicle's total braking force and the driver's requested braking force as the vehicle's target braking force.

[0086] In this step, after obtaining the vehicle's total braking force and the driver's requested braking force, an arbitration process is performed on these two forces to determine a total braking force requirement, i.e., the target braking force for the vehicle. Specifically, the sum of the vehicle's total braking force and the driver's requested braking force is calculated, and this sum is used as the target braking force for the vehicle.

[0087] Optionally, after obtaining the target braking force of the vehicle, the target braking force is processed based on the principle of regenerative braking to obtain the final target braking force of the vehicle. Specifically, the principle of regenerative braking refers to prioritizing the use of electric motor power when the motor recovers energy; if the electric motor power is insufficient, hydraulic braking power is requested. Based on this principle of regenerative braking, after obtaining the target braking force of the vehicle, it is decomposed into electric motor power and hydraulic braking power, and either electric motor power or hydraulic braking power is selected as the final target braking force of the vehicle based on the actual situation of the motor's energy recovery.

[0088] In some embodiments of the present invention, referring to Figures 2 and 5, in step S103, the process of obtaining the target pressure of the vehicle's servo cylinder and the target pressure of the wheels based on the target braking force of the whole vehicle and the target braking pressure of the wheels may include, but is not limited to, the following steps S402-S403.

[0089] S402 decomposes the target braking force of the whole vehicle to obtain the target pressure of the first loop and the target pressure of the second loop.

[0090] It should be noted that the first circuit target pressure is used to characterize the vehicle target braking force in the left front pressure build-up circuit of the hydraulic system, and the second circuit target pressure is used to characterize the vehicle target braking force in the right rear pressure build-up circuit of the hydraulic system.

[0091] In this step, since the pressure-building circuit of the hydraulic system of the present invention is an X-type pipeline, that is, the left front pressure-building circuit and the right rear pressure-building circuit belong to the same pipeline, after obtaining the target braking force of the whole vehicle, the target braking force of the whole vehicle is decomposed into the target pressure of the left front pressure-building circuit and the target pressure of the right rear pressure-building circuit, thereby obtaining the first circuit target pressure and the second circuit target pressure.

[0092] S403, select the maximum value of the first circuit target pressure and the second circuit target pressure as the servo cylinder target pressure, and select the maximum value of multiple wheel target braking forces as the wheel target pressure.

[0093] In this step, the target pressure of the first circuit and the target pressure of the second circuit are arbitrated to determine the target pressure of the servo cylinder. Simultaneously, the multiple target braking forces of the wheels obtained in the preceding steps are arbitrated to determine the target pressure of the wheels. Specifically, the maximum value is selected from the target pressure of the first circuit and the target pressure of the second circuit, and this selected maximum value is taken as the target pressure of the servo cylinder. Similarly, the maximum value is selected from the multiple target braking forces of the wheels, and this selected maximum value is taken as the target pressure of the wheels.

[0094] In some embodiments of the present invention, the process of determining the state of the hydraulic system in step S104 based on the fluid replenishment request, valve control information, servo cylinder target pressure and wheel target pressure may include, but is not limited to, any one of the following steps S501-S508.

[0095] S501: When the received fluid replenishment request, valve control information, servo cylinder target pressure, and wheel target pressure are all empty, the hydraulic system is controlled to enter a non-working state.

[0096] In this step, if the received fluid replenishment request, valve control information, servo cylinder target pressure, and wheel target pressure are all empty values, it is considered that no fluid replenishment request, valve control information, servo cylinder target pressure, and wheel target pressure have been received. At this time, the hydraulic system is controlled to enter the non-working state, and the hydraulic system does not work in the non-working state.

[0097] S502, when valve control information is received and the valve control information is valid, the hydraulic system is controlled to enter the valve control state.

[0098] In this step, if valve control information is received and the valve control information is valid, the hydraulic system is controlled to enter the valve control state according to the solenoid valve control request. In the valve control state, the hydraulic system will control the operation of the solenoid valve according to the target state of the solenoid valve.

[0099] S503: When the target pressure of the servo cylinder, the valve control information, and the target pressure of the wheel are received and all of these are valid, the hydraulic system is controlled to enter the pressure build-up state.

[0100] In this step, if the target pressure of the servo cylinder, the valve control information, and the target pressure of the wheel are received and all of them are valid, the hydraulic system is controlled to enter the pressure building state. In the pressure building state, the hydraulic system will control the operation of the solenoid valve and the motor according to the target pressure of the servo cylinder, the actual pressure of the servo cylinder, and the target action mode of the servo cylinder, thereby realizing the pressure building of the pressure building chamber.

[0101] S504: When a fluid replenishment request is received and the request is valid, the hydraulic system is controlled to enter the fluid replenishment state.

[0102] In this step, if a fluid replenishment request is received and the request is valid, the hydraulic system is controlled to enter the fluid replenishment state. In the fluid replenishment state, the hydraulic system will control the operation of the solenoid valve and the motor to replenish the pressure chamber.

[0103] S505: When a vehicle's braking system is detected to be degraded due to a functional failure, the hydraulic system is controlled to enter mechanical backup mode.

[0104] In this step, if the vehicle's braking system is detected to be degraded due to a functional failure, the hydraulic system is controlled to enter a mechanical backup state. In the mechanical backup state, the hydraulic system will be degraded and a backup process will be performed.

[0105] S506: When the stiffness detection service signal is detected as either a dynamic or static activation signal, the hydraulic system is controlled to enter the stiffness detection state.

[0106] In this step, if the stiffness detection service signal is detected as either a dynamic activation signal or a static activation signal, it indicates that the vehicle's stiffness detection service is enabled. At this time, the hydraulic system enters the stiffness detection state, and in the stiffness detection state, the hydraulic system will detect the stiffness of the vehicle's pedals.

[0107] S507: When a diagnostic service signal is detected and the diagnostic service signal is valid, the hydraulic system is controlled to enter the diagnostic state.

[0108] In this step, if a diagnostic service signal is detected and the diagnostic service signal is valid, the hydraulic system is controlled to enter the diagnostic state. In the diagnostic state, the hydraulic system will diagnose the status of the solenoid valve.

[0109] S508: When it is detected that the brake pedal is in the depressed state for a preset time period, the hydraulic system is controlled to enter a long-term braking state.

[0110] Optionally, the preset time period can be set according to the actual situation, and the present invention does not impose specific limitations on it.

[0111] In this step, if the brake pedal is detected to be depressed for the entire preset time period, it indicates that the driver has been pressing the brake pedal during the preset time period. At this time, the hydraulic system is controlled to enter a long-term braking state to protect the motor and solenoid valve of the hydraulic system from overheating.

[0112] In some embodiments of the present invention, referring to Figure 6, the hydraulic system mainly includes a hydraulic control module (Hardware Abstraction Layer, HAL) and a motor limiting module. The HAL is used to characterize the integrated model of the various solenoid valves and motors in the hydraulic system. The HAL includes the solenoid valves and motors of the hydraulic system. The solenoid valves may include, but are not limited to, outlet valves, inlet valves, servo valves, isolation valves, and pedal simulator valves. Specifically, the connection relationships and positional distribution of the various solenoid valves and motors are shown in Figure 6. In Figure 6, FL (Front Left) represents the wheel cylinder of the left front wheel of the vehicle, RR (Rear Right) represents the wheel cylinder of the right rear wheel of the vehicle, FR (Front Right) represents the wheel cylinder of the right front wheel of the vehicle, RL (Rear Left) represents the wheel cylinder of the left rear wheel of the vehicle, OSV represents the outlet valve, ISV represents the inlet valve, ISO represents the isolation valve, CV represents the servo valve, and M represents the motor. Furthermore, the motor limiting module is mainly used to realize the control of the three loops of the motor (i.e., the position loop, speed loop, and current loop).

[0113] Furthermore, in step S105, the process of controlling the hydraulic system based on the target pressure of the servo cylinder and the state of the hydraulic system may include, but is not limited to, any one of steps S601-S608.

[0114] S601, when the hydraulic system is in a non-working state, the solenoid valves and motors controlling the hydraulic system do not work.

[0115] In this step, when the hydraulic system is in a non-working state, the hydraulic control model and motor limiting module control the motor, outlet valve, inlet valve, servo valve, isolation valve and pedal simulator valve of the hydraulic system to not work.

[0116] S602, when the hydraulic system is in mechanical backup state, downgrade and back up the hydraulic system.

[0117] In this step, when the hydraulic system is in mechanical backup mode, the hydraulic system is downgraded and backed up.

[0118] S603, when the hydraulic system is in valve control mode, controls the outlet valve, inlet valve, servo valve and isolation valve according to the valve control information.

[0119] In this step, when the hydraulic system is in valve control mode, the opening and closing of the outlet valve, inlet valve, servo valve and isolation valve are controlled by the hydraulic control model in combination with the target state of the solenoid valve in the valve control information, so that the outlet valve, inlet valve, servo valve and isolation valve are in the corresponding target state of the solenoid valve.

[0120] S604: When the hydraulic system is in the pressure build-up state, the outlet valve, inlet valve, servo valve, isolation valve and motor are controlled according to the target pressure of the servo cylinder and valve control information to build up pressure in the pressure build-up chamber of the hydraulic system.

[0121] In this step, when the hydraulic system is in the pressure-building state, the hydraulic control model and motor limiting module, combined with the target pressure of the servo cylinder, the actual pressure of the servo cylinder, and the target action mode of the servo cylinder, control the opening and closing of the outlet valve, inlet valve, servo valve, and isolation valve, and control the motor to work, thereby realizing the pressure-building of the pressure-building chamber.

[0122] S605 controls the outlet valve, inlet valve, servo valve, isolation valve, and motor to replenish the pressure chamber when the hydraulic system is in the replenishment state.

[0123] In this step, when the hydraulic system is in the replenishment state, the opening and closing of the outlet valve, inlet valve, servo valve, and isolation valve are controlled by the hydraulic control model and motor limiting module, and the motor is controlled to work, thereby realizing the replenishment of the pressure chamber.

[0124] S606, when the hydraulic system is in stiffness detection mode, the pedal simulator valve is tested to detect the stiffness of the vehicle's pedal.

[0125] In this step, when the hydraulic system is in stiffness detection mode, the state of the pedal simulator valve is detected by the hydraulic control model, thereby realizing the detection of pedal stiffness.

[0126] S607, when the hydraulic system is in diagnostic mode, diagnoses the status of the outlet valve, inlet valve, servo valve, and isolation valve.

[0127] In this step, when the hydraulic system is in diagnostic mode, the status of the outlet valve, inlet valve, servo valve, and isolation valve is diagnosed through the hydraulic control model, thereby detecting whether the outlet valve, inlet valve, servo valve, and isolation valve are normal.

[0128] S608: When the hydraulic system is in a long-term braking state, the control solenoid valve is closed and the motor current is limited.

[0129] In this step, when the hydraulic system is in a long-term braking state, the motor protection condition is triggered. The hydraulic control model controls the closure of each solenoid valve, and the motor current is limited by the motor limiting module to achieve overheat protection.

[0130] Secondly, the implementation steps of the driver intent recognition part of the redundant braking control method provided by the present invention will be described in detail below with reference to the accompanying drawings.

[0131] In some embodiments of the present invention, referring to FIG7, in step S101, the driver's braking intention is identified and the process of obtaining the driver's request for braking force may include, but is not limited to, the following steps S701-S704.

[0132] S701 acquires the vehicle's master cylinder pressure sensor signal, pushrod displacement sensor signal, wheel speed sensor signal, heat fade state signal, brake disc temperature sensor signal, brake pedal signal, and stiffness offset signal as initial data for identifying the driver's braking intention.

[0133] It should be noted that the master cylinder pressure sensor signal refers to the signal output by the vehicle's master cylinder pressure sensor, the pushrod displacement sensor signal refers to the signal output by the vehicle's pushrod displacement sensor, the wheel speed sensor signal refers to the signal output by the vehicle's wheel speed sensor, the heat fade status refers to the interface signal of the vehicle's heat fade function, the brake disc temperature sensor signal refers to the signal output by the vehicle's brake disc temperature sensor, the brake pedal signal refers to the interface signal of the vehicle's brake pedal, and the stiffness offset signal refers to the stiffness value signal of the pedal.

[0134] S702 processes the initial data to obtain the vehicle's master cylinder pressure information, pushrod displacement information, wheel speed information, heat fade function information, brake disc temperature information, pedal information, driver braking force information, stiffness compensation value, and degradation status signal as basic data for identifying the driver's braking intention.

[0135] S703 processes the basic data to obtain the vehicle's maximum static pressure, exit time from standstill, degrade enable signal, pedal state, pushrod limit displacement value, stiffness learning state bit, and stiffness detection service signal as pre-filled data for recognizing the driver's braking intention.

[0136] It should be noted that the maximum static pressure refers to the maximum pressure when the vehicle is stationary, the exit time from stationary refers to the duration for the vehicle to exit stationary when it is stationary, the degradation enable signal refers to the enable signal of the vehicle's braking system, the pedal state refers to the state of the pedal, the pushrod limit displacement value refers to the limit displacement value of the pushrod when the vehicle brakes urgently, the stiffness learning status bit is used to characterize the activation status of the vehicle's stiffness learning function, and the stiffness detection service signal is used to characterize the activation status of the vehicle's stiffness detection service.

[0137] S704 determines the driver's requested braking force based on pre-filled data.

[0138] In this step, the maximum static pressure, exit static time, degradation enable signal, pedal state, push rod limit displacement value, stiffness learning state position and stiffness detection service signal obtained in the previous steps are used to determine the driver's requested braking force and make corrections, thereby achieving accurate recognition of the driver's intention.

[0139] In some embodiments of the present invention, referring to FIG8, the process of processing the initial data in step S702 to obtain basic data for recognizing the driver's braking intention may include, but is not limited to, the following steps S801-S809.

[0140] S801: When the master cylinder pressure sensor of the vehicle is valid, the offset of the master cylinder pressure sensor is valid, and the master cylinder pressure sensor is functioning normally, the master cylinder pressure sensor signal is processed to obtain the master cylinder pressure information of the vehicle.

[0141] It should be noted that the master cylinder pressure signal may include, but is not limited to, the master cylinder pressure value detected by the master cylinder pressure sensor, information used to characterize the validity of the master cylinder pressure sensor, information used to characterize the validity of the offset of the master cylinder pressure sensor, and information used to characterize the normal functioning of the master cylinder pressure sensor.

[0142] In this step, firstly, it is determined whether the master cylinder pressure sensor is valid, whether the offset of the master cylinder pressure sensor is valid, and whether the master cylinder pressure sensor can be used in full functionality; then, when the master cylinder pressure sensor is valid, the offset of the master cylinder pressure sensor is valid, and the master cylinder pressure sensor is functioning normally, the master cylinder pressure sensor signal is processed to obtain the vehicle's master cylinder pressure information.

[0143] S802: When the vehicle's pushrod displacement sensor is valid, initialized, and functioning normally, the pushrod displacement sensor signal is processed to obtain the vehicle's pushrod displacement information.

[0144] It should be noted that the push rod displacement information may include, but is not limited to, the push rod displacement value detected by the push rod displacement sensor, information used to characterize the validity of the push rod displacement sensor, information used to characterize the initialization of the push rod displacement sensor, and information used to characterize the normal functioning of the push rod displacement sensor.

[0145] In this step, firstly, it is determined whether the push rod displacement sensor is valid, whether the push rod displacement sensor is initialized, and whether the push rod displacement sensor can be used in full functionality; then, when the push rod displacement sensor is valid, initialized, and functions normally, the push rod displacement sensor signal is processed to obtain the push rod displacement information of the vehicle.

[0146] S803: When the vehicle's wheel speed sensor is active and initialized, the wheel speed sensor signal is processed to obtain the maximum number of active pulses and the number of active wheel speeds as the vehicle's wheel speed information.

[0147] It should be noted that the effective wheel speed count is used to characterize the number of effective wheel speed sensors, while the maximum effective pulse count is used to characterize the number of effective pulse signals output by the wheel speed sensors.

[0148] In this step, firstly, it is determined whether the wheel speed sensor is valid and whether the wheel speed sensor is initialized; then, when the wheel speed sensor is valid and initialized, the wheel speed sensor signal is processed to obtain the maximum number of valid pulses and the number of valid wheel speeds as the vehicle's wheel speed information.

[0149] Optionally, the wheel speed information may also include, but is not limited to, information characterizing the effectiveness of the wheel speed sensor and information characterizing the initialization of the wheel speed sensor.

[0150] S804 outputs vehicle heat fade function information when the vehicle's heat fade function is active.

[0151] It should be noted that the heat fade function information may include, but is not limited to, information used to characterize the effectiveness of the vehicle's heat fade function.

[0152] In this step, firstly, it is determined whether the brake fade function is effective. The brake fade function is used to detect whether the vehicle's braking force has decreased. If the braking force has decreased, the pedal feel of the brake pedal will become harder. Then, when the brake fade function is effective, the vehicle's brake fade function information is output.

[0153] S805: When the vehicle's brake disc temperature sensor is active, the brake disc temperature sensor signal is processed to obtain the brake disc temperature value and the active brake disc signal as the vehicle's brake disc temperature information.

[0154] In this step, firstly, it is determined whether the brake disc temperature sensor is valid; then, when the brake disc temperature sensor is valid, a brake disc valid signal is generated, and the brake disc temperature sensor signal is processed to calculate the brake disc temperature value. The brake disc temperature value and the brake disc valid signal are output as the vehicle's brake disc temperature information.

[0155] S806: When the vehicle's brake pedal is depressed, the brake pedal signal is processed to obtain the valid pedal signal and pedal displacement value as the vehicle's pedal information.

[0156] In this step, firstly, it is determined whether the driver has pressed the brake pedal; then, when the vehicle's brake pedal is in the pressed state, it means that the driver has pressed the brake pedal, so a valid pedal signal is output and the brake pedal signal is processed to calculate the pedal displacement value. The valid pedal signal and the pedal displacement value are output as the vehicle's pedal information.

[0157] S807, when the pushrod displacement sensor is initialized and the pushrod displacement sensor is valid, and the master cylinder pressure sensor is valid, outputs the driver braking force valid signal and the driver braking force value as the vehicle's driver braking force information.

[0158] In this step, firstly, it is determined whether the push rod displacement sensor is initialized, whether the push rod displacement sensor is valid, and whether the master cylinder pressure sensor is valid. Then, when the push rod displacement sensor is initialized, the push rod displacement sensor is valid, and the master cylinder pressure sensor is valid, the driver's braking force value is determined and a valid driver's braking force signal is generated. The valid driver's braking force signal and the driver's braking force value are output as the vehicle's driver's braking force information.

[0159] S808 determines the vehicle's stiffness compensation value based on the stiffness offset signal.

[0160] It should be noted that the stiffness compensation value is used to characterize the amount of compensation applied to the stiffness value when it exceeds the stiffness value range. It should be understood that the compensated stiffness value is within the stiffness value range. The stiffness value range generally consists of a nominal value and a deviation range, both of which can be set according to actual conditions; this invention does not impose specific limitations on them.

[0161] In this step, the pedal stiffness value has a certain range. If the stiffness value is outside this range, it needs to be compensated. The value used to compensate for the stiffness value so that it falls within the range is called the stiffness compensation value. Therefore, firstly, a stiffness offset signal is acquired. This signal is used to determine whether the pedal stiffness value is within the range. If it is, the vehicle's stiffness compensation value is zero; otherwise, the stiffness value is compensated, and the compensated value is recorded as the vehicle's stiffness compensation value.

[0162] S809 outputs a vehicle degradation status signal when the driver's braking force value exceeds a preset threshold.

[0163] It should be noted that the degradation status signal is used to characterize the degradation status of the system.

[0164] Optionally, the preset threshold can be set according to the actual situation, and the present invention does not impose specific limitations on it.

[0165] In this step, when the driver presses the brake pedal, the vehicle will reach a certain deceleration. The braking force required for this deceleration varies depending on the vehicle model. If the required braking force exceeds a threshold, the braking system is considered degraded. Based on this, the driver's braking force value obtained in the previous steps is used to determine whether the system has degraded. If the driver's braking force value is greater than a preset threshold, it indicates that the braking system has degraded, and a vehicle degraded status signal is output. If the braking system has not degraded, the degraded status signal is left empty.

[0166] It should be understood that, in the above steps, steps S801-S808 can be executed in parallel (i.e., steps S801-S808 are executed simultaneously) or in sequence (i.e., steps S801-S808 are executed sequentially), and the present invention does not make specific limitations in this regard.

[0167] In some embodiments of the present invention, referring to FIG9, the process of processing the basic data to obtain pre-filled data in step S703 may include, but is not limited to, the following steps S901-S906.

[0168] S901 determines the vehicle's degradation enable signal based on master cylinder pressure information, brake disc temperature information, heat fade function information, wheel speed information, pushrod displacement information, and degradation status signal.

[0169] It should be noted that the degraded enable signal mainly includes any one of the first enable signal, the second enable signal, or the third enable signal. The first enable signal indicates that the braking system has full power assist; the second enable signal indicates that the braking system has partial power assist; and the third enable signal indicates that the braking system has no power assist at all, with only braking force when the driver presses the brake pedal.

[0170] In this step, the master cylinder pressure information, brake disc temperature information, heat fade function information, wheel speed information, pushrod displacement information, and degraded status signal obtained in the previous steps are subjected to validity and numerical range detection. Based on the validity detection results and numerical range detection results, the braking system is determined to be degraded and the corresponding degraded enable signal is determined.

[0171] Specifically, the braking system is degraded when any of the following conditions are met: ① Master cylinder pressure information is invalid; ② Master cylinder pressure information is valid but the master cylinder pressure value exceeds the pressure range or the offset of the master cylinder pressure sensor exceeds the offset range; ③ Brake disc temperature information is valid but the brake disc temperature value exceeds the temperature range; ④ Heat fade function information is invalid; ⑤ Wheel speed information is invalid; ⑥ Pushrod displacement information is invalid; ⑦ Pushrod displacement information is valid but the pushrod displacement value exceeds the displacement range; ⑧ Degraded status signal is not empty.

[0172] Optionally, the pressure range, offset range, temperature range, and displacement range can all be set according to actual conditions, and the present invention does not impose specific limitations on them.

[0173] S902 determines the vehicle's pedal status based on pedal information and push rod displacement information.

[0174] It should be noted that the pedal status mainly includes any one of the following: no braking request, braking request holding, depressed, or released.

[0175] In this step, the state of the vehicle's brake pedal is identified based on the valid pedal signal, the pedal displacement value, and the push rod displacement value detected by the push rod displacement sensor. Specifically, when the valid pedal signal is invalid, the brake pedal is determined to be in a state of no braking request; when all valid pedal signals within a certain time period are valid and the pedal displacement value and push rod displacement value remain unchanged, the brake pedal is determined to be in a state of brake request holding; when the current pedal displacement value is greater than the previous pedal displacement value, and the current push rod displacement value is greater than the previous push rod displacement value, the brake pedal is determined to be in a depressed state; when the current pedal displacement value is less than the previous pedal displacement value, and the current push rod displacement value is less than the previous push rod displacement value, the brake pedal is determined to be in a released state.

[0176] S903 detects whether the push rod displacement gradient change signal is active based on pedal information, pedal status, and push rod displacement information, and calculates the vehicle's push rod limit displacement value when the push rod displacement gradient change signal is active.

[0177] In this step, based on the pedal valid signal, pedal displacement value, push rod displacement value detected by the push rod displacement sensor, and the pedal state obtained in the previous steps, it is determined whether the vehicle is undergoing emergency braking. Specifically, if the pedal valid signal is valid and the pedal is in the depressed state, and the change in both the pedal displacement value and the push rod displacement value within a unit time is greater than a preset threshold, then the vehicle is determined to be undergoing emergency braking. When the vehicle is undergoing emergency braking, the push rod displacement gradient change signal is activated. At this time, the limited push rod displacement value when the vehicle is undergoing emergency braking is calculated based on an exponential function, which is the vehicle's push rod limited displacement value.

[0178] S904 detects whether the vehicle is stationary based on wheel speed information. When the vehicle is stationary, it calculates the duration of the vehicle exiting the stationary state as the exit time and calculates the maximum pressure when the vehicle is stationary as the maximum stationary pressure.

[0179] It should be noted that the maximum static pressure is greater than the component of the vehicle's weight along the road surface.

[0180] In this step, the vehicle's stationary state is determined based on the maximum effective pulse count, the effective wheel speed count, information used to characterize the wheel speed sensor's effectiveness, and information used to characterize the wheel speed sensor's initialization. When the vehicle is determined to be stationary, the time it takes for the vehicle to exit the stationary state is calculated as the exit time, and the maximum pressure when the vehicle is stationary is calculated as the vehicle's maximum stationary pressure.

[0181] Furthermore, the calculation process for exiting the static time mainly includes the following steps S01.

[0182] S01, when the vehicle is stationary, calculate the time it takes for the vehicle to exit the stationary state based on the effective number of wheel speeds.

[0183] In this step, the vehicle is typically equipped with four wheel speed sensors. When all wheel speed sensors are active, the effective wheel speed count is four. Based on this, the time it takes for the vehicle to exit a stationary state is reduced by using the effective wheel speed count in conjunction with a preset gradient coefficient. The gradient coefficient can be set according to actual conditions, and this invention does not impose specific limitations on it.

[0184] For example, when all wheel speed sensors are active, the vehicle exits a stationary state in 60 milliseconds. If one wheel speed sensor fails, the number of active wheel speed sensors is 3, and the exit time is adjusted to 50 milliseconds using a preset gradient coefficient. If all four wheel speed sensors fail, the number of active wheel speed sensors is 0, and the exit time is adjusted to 10 milliseconds using the preset gradient coefficient. By shortening the exit time by adjusting the number of active wheel speed sensors, the vehicle can exit a stationary state more quickly, ensuring driving safety.

[0185] Furthermore, the calculation process for the maximum static pressure mainly includes the following steps S02.

[0186] S02, when the vehicle is stationary, acquire the longitudinal acceleration signal of the vehicle, and use the longitudinal acceleration signal and pedal information to calculate the maximum pressure when the vehicle is stationary.

[0187] In this step, when the vehicle is stationary, firstly, an external longitudinal acceleration signal is acquired, which is used to calculate the road surface slope. Then, when the pedal activation signal is valid, the slope of the road surface where the vehicle is located is calculated using the longitudinal acceleration signal. Based on the road surface slope and the vehicle's weight, the component of the vehicle's weight along the road surface is calculated, and the corresponding maximum static pressure is set based on the component of the vehicle's weight along the road surface.

[0188] S905 determines the vehicle's stiffness learning state based on the pedal status and stiffness compensation value.

[0189] It should be noted that the stiffness learning state bits mainly include either an enable flag or a disable flag.

[0190] In this step, based on the pedal status and stiffness compensation value, it is determined whether to activate the vehicle's stiffness learning function. The stiffness learning function determines the vehicle's first stiffness value, which will be used as the offset required for the vehicle's stiffness detection service and will participate in the correction of the driver's requested braking force. If the vehicle's stiffness learning function is activated, an enable flag is output as the vehicle's stiffness learning status; if the vehicle's stiffness learning function is disabled, a disable flag is output as the vehicle's stiffness learning flag.

[0191] Furthermore, referring to Figure 10, the process of determining the stiffness learning state position may include, but is not limited to, the following steps S03-S04.

[0192] S03, when the pedal state of the current cycle is depressed and the pedal state of the previous cycle is no braking request, and the stiffness compensation value is within the preset value range, the stiffness learning state bit is determined to be the allow flag bit.

[0193] Optionally, the preset numerical range can be set according to the actual situation, and the present invention does not impose specific limitations on it.

[0194] In this step, the stiffness learning state bit is set as the allow flag bit to activate the vehicle's stiffness learning function when the following conditions are met: ① The pedal state in the current cycle is depressed; ② The pedal state in the previous cycle is no braking request; ③ The stiffness compensation value is within the preset value range.

[0195] S04, when the pedal state in the current cycle is not depressed and / or the pedal state in the previous cycle is not in a no-brake-request state and / or the stiffness compensation value is outside the preset value range, the stiffness learning state bit is determined to be a prohibition flag bit.

[0196] In this step, the stiffness learning state bit is set to the prohibition flag bit and the vehicle's stiffness learning function is prohibited when any of the following conditions are met: ① The pedal state in the current cycle is not in the depressed state; ② The pedal state in the previous cycle is not in the no-braking request state; ③ The stiffness compensation value is outside the preset value range.

[0197] S906 determines the vehicle stiffness detection service signal based on pedal status, pushrod limit displacement value, and master cylinder pressure information.

[0198] It should be noted that the stiffness detection service is triggered synchronously with the stiffness detection status of the hydraulic system. The stiffness detection service is used to detect the stiffness value of the pedal and whether this value is within the acceptable range. The stiffness detection service signal mainly includes any one of the following: dynamic enable signal, static enable signal, or disable signal. Specifically, when the stiffness detection service signal is a dynamic enable signal, the dynamic stiffness detection service is activated; when the stiffness detection service signal is a static enable signal, the static stiffness detection service is activated; and when the stiffness detection service signal is a disable signal, the stiffness detection service is disabled.

[0199] In this step, based on the pedal status, push rod limit displacement value, and master cylinder pressure information, it is determined whether to enable the vehicle stiffness detection service, and the corresponding stiffness detection service is selected according to the vehicle's stationary state, thereby determining the vehicle stiffness detection service signal.

[0200] Furthermore, referring to Figure 11, the process of determining the stiffness detection service signal may include, but is not limited to, the following steps S05-S08.

[0201] S05, when the pedal state in the current cycle is not in a no-brake-request state, detect the driver's intent recognition function and the state of the hydraulic system.

[0202] In this step, if the pedal state in the current cycle is not in a no-braking-request state, then it checks whether the vehicle's driver intent recognition function is enabled and whether the hydraulic system is in a stiffness detection state.

[0203] S06, when it is detected that the driver intention recognition function is off or the hydraulic system is not in stiffness detection state, switch the hydraulic system to stiffness detection state and determine whether the vehicle is stationary; if yes, output a static enable signal as a stiffness detection service signal; if no, output a dynamic enable signal as a stiffness detection service signal.

[0204] In this step, if the driver intent recognition function is detected to be off or the hydraulic system is not in stiffness detection mode, the hydraulic system is switched to stiffness detection mode to activate the vehicle's stiffness detection service. Since the stiffness of the pedal when the vehicle is stationary differs from that when the vehicle is in motion, the appropriate dynamic or static stiffness detection service needs to be selected based on the vehicle's stationary status. Specifically, it is determined whether the vehicle is stationary. If the vehicle is stationary, a stationary activation signal is output as the stiffness detection service signal to activate the static stiffness detection service; if the vehicle is not stationary, a dynamic activation signal is output as the stiffness detection service signal to activate the dynamic stiffness detection service.

[0205] Optionally, in the above steps, if the pedal state in the current cycle is a brake request state and / or the driver intent recognition function is enabled and the hydraulic system is in a stiffness detection state, then a disable signal is output as a stiffness detection service signal.

[0206] S07, when the stiffness detection service signal is a static enable signal or a dynamic enable signal, acquire the status of the pedal simulator valve of the hydraulic system, and detect the status of the pedal simulator valve, the master cylinder pressure information and the push rod limit displacement value.

[0207] In this step, when the vehicle stiffness testing service is activated, stiffness testing is performed. During stiffness testing, the status of the pedal simulator valve in the hydraulic system is acquired, and it is checked whether the pedal simulator valve is open, whether the master cylinder pressure value in the master cylinder pressure information is less than the pressure threshold, and whether the push rod limit displacement value is greater than the displacement threshold, in order to determine whether it is necessary to exit the stiffness testing service.

[0208] S08, when the detected push rod limit displacement value is greater than the displacement threshold and the pedal simulator valve is in the open state or the main cylinder pressure information is less than the pressure threshold, the hydraulic system is controlled to exit the stiffness detection state and a disable signal is output as a stiffness detection service signal.

[0209] Optionally, the displacement threshold and pressure threshold can be set according to the actual situation, and the present invention does not impose specific limitations on them.

[0210] In this step, the stiffness detection service will be exited when the following conditions are met, the hydraulic system will be controlled to exit the stiffness detection state, and a disable signal will be output as the stiffness detection service signal: ① The push rod limit displacement value is greater than the displacement threshold and the pedal simulator valve is in the open state; ② The main cylinder pressure value in the main cylinder pressure information is less than the pressure threshold.

[0211] Optionally, in the above steps, if the detected master cylinder pressure information is greater than or equal to the pressure threshold, and the push rod limiting displacement value is less than or equal to the displacement threshold and / or the pedal simulator valve is in the closed state, then the stiffness detection service signal is kept as a static enable signal or a dynamic enable signal.

[0212] In some embodiments of the present invention, referring to FIG12, in step S704, the process of determining the implementation of the driver's request for braking force based on the pre-filled data may include, but is not limited to, the following steps A01-A02.

[0213] A01, based on the downgrade enable signal, activate the vehicle's driver intent recognition function.

[0214] In this step, when the downgrade enable signal is the first enable signal or the second enable signal, it indicates that the braking system has full or partial power assist. At this time, the driver intention recognition function of the vehicle is activated to facilitate brake-by-wire.

[0215] A02, when the driver intent recognition function is activated, the vehicle's driving mode is obtained, and the driver's requested braking force is obtained based on the driving mode, the lever limit displacement value, and the pedal status.

[0216] Optionally, driving modes may include comfort mode, sport mode, and off-road driving mode.

[0217] In this step, firstly, after activating the vehicle's driver intent recognition function, the vehicle's driving mode is obtained. In different driving modes, the driver requests different braking forces, and the pedal feel also differs. For example, the pedal feel is firmer in Sport mode and softer in Comfort mode. Then, based on the driving mode, the lever limit displacement value, and the pedal state, the driver's requested braking force is calculated.

[0218] Specifically, when the push rod's displacement limit value is not empty and the pedal state is either a brake request hold state or a depressed state, it is determined that the driver intends to brake. The brake pressure curve is then acquired, and the braking force corresponding to the driving mode is retrieved from the brake pressure curve as the driver's requested braking force and output. The brake pressure curve characterizes the relationship between the driving mode and the driver's requested braking force; it can be set according to actual conditions, and this invention does not impose specific limitations on it.

[0219] In some embodiments of the present invention, referring to FIG13, in step S704, the process of determining the implementation of the driver's request for braking force based on the pre-filled data may include, but is not limited to, the following steps B01-B03.

[0220] B01 uses the maximum static pressure and the time to exit a stationary state to correct the driver's requested braking force.

[0221] In this step, when the vehicle is stationary, its speed is zero, which limits the pressure build-up of the hydraulic system. Therefore, using the maximum static pressure and the exit point from a stationary position calculated in the previous steps, the driver's requested braking force is adjusted to stimulate the hydraulic system to build up pressure, thereby limiting the vehicle's parking pressure.

[0222] B02, when the stiffness learning status bit is the allow flag bit, the first stiffness value of the vehicle is obtained through the vehicle's stiffness learning function, and the first stiffness value is used to correct the driver's requested braking force.

[0223] In this step, when the stiffness learning status bit is the enable flag bit, it means that the vehicle's stiffness learning function is activated. At this time, the first stiffness value of the vehicle is obtained through the stiffness learning function, and the first stiffness value is used to correct the driver's requested braking force.

[0224] B03. When the stiffness detection service signal is a dynamic activation signal or a static activation signal, the second stiffness value of the vehicle is obtained through the vehicle's stiffness detection service, and the second stiffness value is used to correct the driver's requested braking force.

[0225] In this step, when the stiffness detection service signal is a dynamic activation signal or a static activation signal, it indicates that the vehicle stiffness detection service is activated. At this time, the second stiffness value of the vehicle is obtained through the stiffness detection service, and the second stiffness value is used to correct the driver's requested braking force.

[0226] It should be understood that steps B01-B03 can be executed in parallel (i.e., steps B01-B03 are executed simultaneously) or in sequence (i.e., steps B01-B03 are executed sequentially), and the present invention does not specifically limit this.

[0227] Furthermore, referring to Figure 14, the present invention provides a redundant braking control system, which mainly includes:

[0228] The acquisition module 100 integrates a longitudinal force arbitration management module, a brake anti-lock braking system module, and a motor signal processing module. It is mainly used to acquire the vehicle's total braking force, the target braking pressure of multiple wheels, and the motor signals of the hydraulic system.

[0229] The driver intent recognition module 200 is mainly used to recognize the driver's braking intent and obtain the driver's requested braking force.

[0230] The first processing module 300 integrates a valve control module and a fluid replenishment control module, and is mainly used to obtain the vehicle's fluid replenishment request and valve control information based on the motor signal.

[0231] The second processing module 400 integrates a braking energy recovery module, a target pressure coordination module, and a target pressure arbitration module. It is mainly used to obtain the vehicle's target braking force based on the vehicle's overall braking force and the driver's requested braking force, and to obtain the vehicle's servo cylinder target pressure and wheel target pressure based on the vehicle's target braking force and wheel target braking pressure.

[0232] The hydraulic system status module 500 is mainly used to determine the status of the hydraulic system based on fluid replenishment requests, valve control information, servo cylinder target pressure, and wheel target pressure.

[0233] The hydraulic system control module 600 is mainly used to control the hydraulic system based on the target pressure of the servo cylinder and the state of the hydraulic system.

[0234] The content of the above method embodiments is applicable to this system embodiment. The specific functions implemented in this system embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0235] In addition, the present invention provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the redundant braking control method described above.

[0236] The content of the above method embodiments is applicable to this device embodiment. The specific functions implemented in this device embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0237] Finally, the present invention provides a vehicle comprising either the redundant braking control system or the electronic device described above.

[0238] Understandably, the vehicle can be a private car, such as a sedan, sport utility vehicle (SUV), multi-purpose vehicle (MPV), or pickup truck, or a commercial vehicle, such as a van, bus, small truck, or large trailer, or a gasoline vehicle or a new energy vehicle such as a hybrid or pure electric vehicle.

[0239] Similarly, the content of the above method embodiments is applicable to this vehicle embodiment. The specific functions implemented in this vehicle embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0240] The principles of the basic power assist control section and driver intention recognition section of the present invention will be explained below with reference to Figure 2.

[0241] (1) Driver Intent Recognition (DBR) section:

[0242] First, the system acquires signals from the vehicle's master cylinder pressure sensor, pushrod displacement sensor, wheel speed sensor, thermal fade status signal, brake disc temperature sensor, brake pedal signal, and stiffness offset signal. These signals are then processed to obtain the vehicle's master cylinder pressure information, pushrod displacement information, wheel speed information, thermal fade function information, brake disc temperature information, pedal information, driver braking force information, stiffness compensation value, and degradation status signal.

[0243] Then, the vehicle's master cylinder pressure information, pushrod displacement information, wheel speed information, thermal fade function information, brake disc temperature information, pedal information, driver braking force information, stiffness compensation value, and degradation status signal are pre-filled to obtain the vehicle's maximum static pressure, exit static time, degradation enable signal, pedal status, pushrod limit displacement value, stiffness learning status position, and stiffness detection service signal.

[0244] Finally, the driver's requested braking force is determined and corrected using the vehicle's maximum static pressure, exit time from standstill, degrade enable signal, pedal state, pushrod limit displacement value, stiffness learning state position, and stiffness detection service signal.

[0245] (2) Basic power assist control section:

[0246] Referring to Figure 2, the basic power assist control part of the present invention can be divided into a Longitudinal Design Management (LDM) part, a DBR part, an anti-lock braking system part, a Cooperative Regenerative Brakings (CRBS) part, a Target Pressure Coordination (TPC) part, a Target Pressure Arbitration (TPA) part, a Motor Signal Conditioning (MSC) part, a Replenishment Control (RPL) part, a valve control part, a hydraulic system status part, and a hydraulic system control part.

[0247] Taking the hydraulic system status section as the core, the basic power assist control section can be divided into six sub-sections. The first sub-section is used to determine the target pressure of the servo cylinder, the second sub-section is used to determine the target pressure of the wheel, the third sub-section is used to determine the fluid replenishment request, the fourth sub-section is used to determine the valve control information, the fifth sub-section is used to determine the status of the hydraulic system, and the sixth sub-section is used to realize the control of the hydraulic system.

[0248] For the first sub-part, firstly, the LDM (Local Driver Management) part obtains multiple braking forces corresponding to the vehicle's autonomous driving functions and multiple braking forces corresponding to the vehicle's electronic braking functions. The maximum value is selected from these multiple braking forces and used as the overall vehicle braking force output. Simultaneously, the DBR (Driving Braking Intent) part identifies the driver's braking intention based on various key factors such as pushrod characteristics, pedal characteristics, and the working and functional characteristics of the hydraulic system, obtaining the driver's requested braking force. Then, the CRBS (Credit Controlled Braking System) part calculates the overall vehicle braking force and the driver's braking force. The total value of the requested braking force is taken as the target braking force of the whole vehicle. Based on the principle of regenerative braking, the target braking force of the whole vehicle is decomposed into electric motor braking force and hydraulic braking force. The electric motor braking force or hydraulic braking force is selected as the final target braking force of the whole vehicle according to the actual situation of the motor's energy recovery. Then, the TPC part decomposes the target braking force of the whole vehicle into the target pressure of the left front pressure building circuit and the target pressure of the right rear pressure building circuit, thereby obtaining the first circuit target pressure and the second circuit target pressure. Finally, the TPA part selects the maximum value between the first circuit target pressure and the second circuit target pressure, and uses the selected maximum value as the servo cylinder target pressure.

[0249] For the second sub-part, firstly, the target braking pressure of the four wheels is obtained through the anti-lock braking system, and the target braking pressure of each wheel is used as the target braking pressure of the wheel, thus obtaining multiple target braking pressures of the wheels; then, the TPA part selects the maximum value from the multiple target braking forces of the wheels, and uses the selected maximum value as the target braking pressure of the wheel.

[0250] For the third sub-section, firstly, the position signal, speed signal, and torque signal of the hydraulic system motor are acquired through the MSC section as motor signals, and the motor signals are processed to obtain the pressure information, volume information, piston stroke information, and piston speed information of the hydraulic system's pressure-building chamber; then, the RPL section uses the piston stroke information, piston speed information, and servo cylinder target pressure to detect whether there is liquid inside the wheel cylinder; if no liquid is detected inside the wheel cylinder, a liquid replenishment request is output.

[0251] For the fourth sub-section, the state of the solenoid valves in the hydraulic system is obtained through the valve control section. Based on the characteristics of the solenoid valves in the hydraulic system, the state, volume information and pressure information of the solenoid valves are processed to obtain the solenoid valve control request, the target state of the solenoid valve, the actual pressure of the servo cylinder and the target action mode of the servo cylinder as valve control information.

[0252] For the fifth sub-section, the target pressure of the servo cylinder, the target pressure of the wheel, the fluid replenishment request, and the valve control information are used as inputs to the hydraulic system status section. The hydraulic system status is determined by the hydraulic system status section. The hydraulic system status mainly includes any one of the following: non-working status, mechanical backup status, valve control status, pressure build-up status, fluid replenishment status, stiffness detection status, diagnostic status, or long-term braking status.

[0253] The sixth sub-section combines the pressure control section with the hydraulic system's state control hydraulic control module and motor limiting module to control the operation of the outlet valve, inlet valve, servo valve, isolation valve, pedal simulator valve, and motor.

[0254] In summary, the driver intention recognition section utilizes multiple key factors, such as lever characteristics, pedal characteristics, and the working and functional characteristics of the hydraulic system, to identify the driver's braking intention. In the basic power assist control section, the system first acquires the vehicle's target wheel braking pressure, the hydraulic system's motor signal, and the braking force related to autonomous driving and electronic braking, while simultaneously recognizing the driver's braking intention to obtain the requested braking force. Then, the system arbitrates the driver's requested braking force and the braking force related to autonomous driving and electronic braking to determine the vehicle's overall target braking force. It also arbitrates the overall vehicle target braking force and the target wheel braking pressure to obtain the vehicle's servo cylinder target pressure and wheel target pressure. Finally, based on the servo cylinder target pressure, wheel target pressure, and the fluid replenishment request and valve control information obtained through the motor signal, the state of the hydraulic system is determined. Combined with the servo cylinder target pressure, the system controls the operation of the hydraulic system's solenoid valves, motors, and servo cylinders.

[0255] On the one hand, this invention comprehensively considers multiple braking force requests, including the driver's braking request, other braking requests related to autonomous driving and electronic braking, and wheel braking requests, as well as the hydraulic system's fluid replenishment request, to achieve redundant braking control. This significantly improves the accuracy of redundant braking control, achieving better redundant braking effects and thus ensuring driving safety. On the other hand, this invention controls the operation of various solenoid valves and motors in the hydraulic system through the state of the hydraulic system, improving the control accuracy of the motors and solenoid valves and facilitating the decoupling of the electronic brake pedal and the master brake cylinder. Furthermore, this invention comprehensively considers multiple key factors, such as push rod characteristics, pedal characteristics, and the working and functional characteristics of the hydraulic system, to identify the driver's braking intention. This effectively improves the accuracy of driver intention recognition and facilitates obtaining more accurate braking force requested by the driver.

[0256] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0257] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of the present invention.

Claims

1. A redundant braking control method, characterized in that, Includes the following steps: The system acquires the vehicle's overall braking force, target braking pressure at multiple wheels, and motor signals from the hydraulic system, and identifies the driver's braking intention to obtain the driver's requested braking force. Based on the motor signal, the vehicle's fluid replenishment request and valve control information are obtained; Based on the vehicle braking force and the driver's requested braking force, the vehicle's target braking force is obtained, and based on the vehicle's target braking force and the wheel target braking pressure, the vehicle's servo cylinder target pressure and wheel target pressure are obtained. The state of the hydraulic system is determined based on the fluid replenishment request, the valve control information, the target pressure of the servo cylinder, and the target pressure of the wheel. The hydraulic system is controlled based on the target pressure of the servo cylinder and the state of the hydraulic system.

2. The redundant braking control method according to claim 1, characterized in that, The acquisition of the vehicle's total braking force, target braking pressure at multiple wheels, and motor signals from the hydraulic system includes: A first braking force and a second braking force are obtained, and the maximum value of the first braking force and the second braking force is selected as the vehicle braking force; wherein, the first braking force includes multiple braking forces corresponding to the vehicle's autonomous driving function, and the second braking force includes multiple braking forces corresponding to the vehicle's electronic braking function. The target braking pressure of each wheel is obtained as the target braking pressure of the wheel, thereby obtaining multiple target braking pressures of the wheels; wherein, the target braking pressure of the wheels is obtained through the anti-lock braking system of the vehicle; The position signal, speed signal, and torque signal of the motor in the hydraulic system are acquired as the motor signal.

3. The redundant braking control method according to claim 1, characterized in that, The step of obtaining the vehicle's fluid replenishment request and valve control information based on the motor signal includes: The motor signal is processed to obtain the pressure information, volume information, piston stroke information, and piston speed information of the pressure-building chamber of the hydraulic system; The fluid replenishment request is obtained based on the piston stroke information, the piston speed information, and the target pressure of the servo cylinder; The state of the solenoid valve in the hydraulic system is obtained, and based on the state of the solenoid valve, the volume information, and the pressure information, the solenoid valve control request, the target state of the solenoid valve, the actual pressure of the servo cylinder, and the target action mode of the servo cylinder are obtained as the valve control information.

4. The redundant braking control method according to claim 1, characterized in that, The step of obtaining the target braking force of the vehicle based on the total vehicle braking force and the driver's requested braking force includes: The sum of the vehicle's total braking force and the driver's requested braking force is calculated as the vehicle's target braking force.

5. The redundant braking control method according to claim 1, characterized in that, The step of obtaining the target pressure of the servo cylinder and the target pressure of the wheel based on the target braking force of the whole vehicle and the target braking pressure of the wheel includes: The target braking force of the vehicle is decomposed to obtain the first loop target pressure and the second loop target pressure; Wherein, the first circuit target pressure is used to characterize the vehicle target braking force in the left front pressure build-up circuit of the hydraulic system, and the second circuit target pressure is used to characterize the vehicle target braking force in the right rear pressure build-up circuit of the hydraulic system. The maximum value between the first circuit target pressure and the second circuit target pressure is selected as the servo cylinder target pressure, and the maximum value among multiple wheel target braking forces is selected as the wheel target pressure.

6. The redundant braking control method according to claim 1, characterized in that, The hydraulic system's state includes any one of the following: non-working state, mechanical backup state, valve control state, pressure build-up state, fluid replenishment state, stiffness detection state, diagnostic state, or long-term braking state; the control of the hydraulic system based on the target pressure of the servo cylinder and the state of the hydraulic system includes: When the hydraulic system is in the non-working state, the solenoid valves and motors controlling the hydraulic system do not work; wherein, the solenoid valves include an outlet valve, an inlet valve, a servo valve, an isolation valve, and a pedal simulator valve; Alternatively, when the hydraulic system is in the mechanical backup state, the hydraulic system is downgraded and backed up; Alternatively, when the hydraulic system is in the valve control state, the outlet valve, the inlet valve, the servo valve, and the isolation valve are controlled according to the valve control information; Alternatively, when the hydraulic system is in the pressure-building state, the outlet valve, the inlet valve, the servo valve, the isolation valve, and the motor are controlled according to the target pressure of the servo cylinder and the valve control information to build up pressure in the pressure-building chamber of the hydraulic system. Alternatively, when the hydraulic system is in the replenishment state, the outlet valve, the inlet valve, the servo valve, the isolation valve, and the motor are controlled to replenish the pressure chamber. Alternatively, when the hydraulic system is in a stiffness detection state, the pedal simulator valve is tested to detect the stiffness of the vehicle's pedal. Alternatively, when the hydraulic system is in the diagnostic state, the states of the outlet valve, the inlet valve, the servo valve, and the isolation valve are diagnosed. Alternatively, when the hydraulic system is in the long-term braking state, the solenoid valve is controlled to close, and the current of the motor is limited.

7. The redundant braking control method according to claim 1, characterized in that, The process of recognizing the driver's braking intention and obtaining the driver's requested braking force includes: The system acquires signals from the vehicle's master cylinder pressure sensor, pushrod displacement sensor, wheel speed sensor, heat fade status signal, brake disc temperature sensor, brake pedal signal, and stiffness offset signal for driver identification. Initial data on braking intent; The initial data is processed to obtain the vehicle's master cylinder pressure information, pushrod displacement information, wheel speed information, heat fade function information, brake disc temperature information, pedal information, driver braking force information, stiffness compensation value, and degradation status signal as basic data for identifying the driver's braking intention. The basic data is processed to obtain the vehicle's maximum static pressure, exit time from standstill, degrade enable signal, pedal state, push rod limit displacement value, stiffness learning state bit, and stiffness detection service signal as pre-filled data for recognizing the driver's braking intention. Based on the pre-filled data, the driver's requested braking force is determined.

8. The redundant braking control method according to claim 7, characterized in that, The initial data is processed to obtain the vehicle's master cylinder pressure information, pushrod displacement information, wheel speed information, heat fade function information, brake disc temperature information, pedal information, driver braking force information, stiffness compensation value, and degradation status signal, including: When the master cylinder pressure sensor of the vehicle is valid, the offset of the master cylinder pressure sensor is valid, and the master cylinder pressure sensor is functioning normally, the master cylinder pressure sensor signal is processed to obtain the master cylinder pressure information of the vehicle. When the push rod displacement sensor of the vehicle is valid, initialized, and functioning normally, the push rod displacement sensor signal is processed to obtain the push rod displacement information of the vehicle. When the wheel speed sensor of the vehicle is active and the wheel speed sensor is initialized, the wheel speed sensor signal is processed to obtain the maximum number of active pulses and the number of active wheel speeds as the wheel speed information of the vehicle. When the vehicle's heat fade function is active, output the vehicle's heat fade function information; When the brake disc temperature sensor of the vehicle is active, the signal of the brake disc temperature sensor is processed to obtain the brake disc temperature value and the active brake disc signal as the brake disc temperature information of the vehicle. When the vehicle's brake pedal is depressed, the brake pedal signal is processed to obtain a valid pedal signal and a pedal displacement value as the vehicle's pedal information. When the push rod displacement sensor is initialized and the push rod displacement sensor is valid, and the master cylinder pressure sensor is valid, the driver braking force valid signal and the driver braking force value are output as the driver braking force information of the vehicle. Based on the stiffness offset signal, determine the stiffness compensation value of the vehicle; When the driver's braking force value is greater than a preset threshold, a degraded status signal for the vehicle is output.

9. The redundant braking control method according to claim 8, characterized in that, The processing of the basic data yields the vehicle's maximum static pressure, exit time from rest, degradation enable signal, pedal state, pushrod limit displacement value, stiffness learning state bit, and stiffness detection service signal, including: The vehicle's degradation enable signal is determined based on the master cylinder pressure information, the brake disc temperature information, the heat fade function information, the wheel speed information, the pushrod displacement information, and the degradation status signal. The pedal state of the vehicle is determined based on the pedal information and the push rod displacement information; wherein the pedal state includes any one of the following: no braking request state, braking request holding state, depressed state, or released state; Based on the pedal information, the pedal state, and the push rod displacement information, it is detected whether the push rod displacement gradient change signal is in an active state, and when the push rod displacement gradient change signal is in an active state, the push rod limit displacement value of the vehicle is calculated. Based on the wheel speed information, it is detected whether the vehicle is stationary. When the vehicle is stationary, the time it takes for the vehicle to exit the stationary state is calculated as the exit time of the vehicle. The maximum pressure when the vehicle is stationary is also calculated as the maximum stationary pressure of the vehicle. Based on the pedal state and the stiffness compensation value, the stiffness learning state position of the vehicle is determined; wherein, the stiffness learning state position includes either an enable flag or a disable flag. Based on the pedal state, the push rod limit displacement value, and the master cylinder pressure information, a stiffness detection service signal for the vehicle is determined; wherein, the stiffness detection service signal includes any one of a dynamic activation signal, a static activation signal, or a deactivation signal.

10. A redundant braking control method according to claim 9, characterized in that, The calculation of the time it takes for the vehicle to exit the stationary state includes: When the vehicle is in the stationary state, the time it takes for the vehicle to exit the stationary state is calculated based on the effective number of wheel speeds.

11. The redundant braking control method according to claim 9, characterized in that, The calculation of the maximum pressure when the vehicle is stationary includes: When the vehicle is stationary, the longitudinal acceleration signal of the vehicle is acquired, and the maximum pressure when the vehicle is stationary is calculated using the longitudinal acceleration signal and the pedal information.

12. The redundant braking control method according to claim 9, characterized in that, Determining the vehicle's stiffness learning state based on the pedal state and the stiffness compensation value includes: When the pedal state in the current cycle is the depressed state, the pedal state in the previous cycle is the no-braking-request state, and the stiffness compensation value is within a preset value range, the stiffness learning state bit is determined to be the allow flag bit. When the pedal state in the current cycle is not the depressed state and / or the pedal state in the previous cycle is not the no-brake-request state and / or the stiffness compensation value is outside the preset numerical range, the stiffness learning state bit is determined to be the prohibition flag bit.

13. The redundant braking control method according to claim 9, characterized in that, The step of determining the vehicle stiffness detection service signal based on the pedal state, the push rod limit displacement value, and the master cylinder pressure information includes: When the pedal state in the current cycle is not the no-brake-request state, the driver's intent recognition function of the vehicle is activated. The status of the hydraulic system is monitored; When the driver intent recognition function is detected to be off or the hydraulic system is not in stiffness detection state, the state of the hydraulic system is switched to stiffness detection state, and it is determined whether the vehicle is stationary; if yes, the static activation signal is output as the stiffness detection service signal; if no, the dynamic activation signal is output as the stiffness detection service signal. When the stiffness detection service signal is the static activation signal or the dynamic activation signal, the state of the pedal simulator valve of the hydraulic system is obtained, and the state of the pedal simulator valve, the master cylinder pressure information and the push rod limit displacement value are detected. When the displacement value of the push rod is detected to be greater than the displacement threshold and the state of the pedal simulator valve is open, or the pressure information of the master cylinder is less than the pressure threshold, the hydraulic system is controlled to exit the stiffness detection state, and the disable signal is output as the stiffness detection service signal.

14. The redundant braking control method according to claim 7, characterized in that, Determining the driver's requested braking force based on the pre-filled data includes: Based on the downgrade enable signal, activate the driver intent recognition function of the vehicle; When the driver intent recognition function is activated, the driving mode of the vehicle is obtained, and the driver's requested braking force is obtained based on the driving mode, the push rod limit displacement value, and the pedal state.

15. A redundant braking control method according to claim 7, characterized in that, The step of determining the driver's requested braking force based on the pre-filled data further includes: The driver's requested braking force is corrected using the maximum static pressure and the exit time from a standstill. When the stiffness learning status bit is an allow flag bit, the first stiffness value of the vehicle is obtained through the vehicle's stiffness learning function, and the first stiffness value is used to correct the driver's requested braking force. When the stiffness detection service signal is a dynamic activation signal or a static activation signal, the second stiffness value of the vehicle is obtained through the vehicle stiffness detection service, and the second stiffness value is used to correct the driver's requested braking force.

16. A redundant braking control system, characterized in that, include: The acquisition module is used to acquire the vehicle's total braking force, target braking pressure of multiple wheels, and motor signals of the hydraulic system; The driver intent recognition module is used to identify the driver's braking intent and obtain the braking force requested by the driver; The first processing module is used to obtain the vehicle's fluid replenishment request and valve control information based on the motor signal; The second processing module is used to obtain the target braking force of the vehicle based on the vehicle braking force and the driver's requested braking force, and to obtain the target pressure of the servo cylinder and the target pressure of the wheel based on the target braking force of the vehicle and the target braking pressure of the wheel. The hydraulic system status module is used to determine the fluid replenishment request, the valve control information, the servo cylinder target pressure, and... The target pressure on the wheel determines the state of the hydraulic system; The hydraulic system control module is used to control the hydraulic system based on the target pressure of the servo cylinder and the state of the hydraulic system.

17. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements a redundant braking control method as described in any one of claims 1-15.

18. A vehicle, characterized in that, This includes a redundant braking control system as described in claim 16 or an electronic device as described in claim 17.

Images