CN115027442A - Brake redundancy control method and brake redundancy control system - Google Patents

Brake redundancy control method and brake redundancy control system Download PDF

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Publication number
CN115027442A
CN115027442A CN202110235484.8A CN202110235484A CN115027442A CN 115027442 A CN115027442 A CN 115027442A CN 202110235484 A CN202110235484 A CN 202110235484A CN 115027442 A CN115027442 A CN 115027442A
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China
Prior art keywords
signal
braking
brake
auxiliary
state
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CN202110235484.8A
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Chinese (zh)
Inventor
刘建
卢萍
陈周伟
胡浩炬
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Priority to CN202110235484.8A priority Critical patent/CN115027442A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/182—Conjoint control of vehicle sub-units of different type or different function including control of braking systems including control of parking brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0015—Planning or execution of driving tasks specially adapted for safety
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The invention discloses a brake redundancy control method and a brake redundancy control system. The method comprises the following steps: the driving assistance system acquires state monitoring data and sends the state monitoring data to the vehicle control unit; when the state monitoring data meet the auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal and sends the auxiliary braking signal to a drive control unit and a parking braking system; the driving control unit receives the auxiliary braking signal and controls the driving motor to perform reverse dragging braking based on the auxiliary braking signal; and the parking brake system receives the auxiliary brake signal and controls a parking brake component to perform parking brake based on the auxiliary brake signal. The method can guarantee timeliness and safety of auxiliary braking, does not need to be additionally provided with other hardware, is beneficial to reducing cost, and avoids hardware waste.

Description

Brake redundancy control method and brake redundancy control system
Technical Field
The invention relates to the technical field of automobile control, in particular to a brake redundancy control method and a brake redundancy control system.
Background
In the automatic driving or parking process of the automatic driving automobile, because a driver is not in the automobile and does not participate in automobile driving, in order to ensure the stability and the safety of automobile driving, a redundant mode is needed for braking or steering backup. The existing automatic driving automobile is generally controlled by a double controller and a double driving motor. If in the driving process of the automobile, an electric control booster and an automobile body stabilizing system (namely an ESC system) are adopted to carry out dual-redundancy braking control, so that the automobile is decelerated and braked; however, when the automobile is integrated with a main brake system (hereinafter referred to as a main brake system) formed by an electronic control booster and a body stabilizing system, an additional ESC system is needed for redundancy backup. In the process of parking the automobile, a P-gear parking lock or an electronic parking brake system (namely, a parking brake system) of the automobile is needed to perform parking backup. In the driving process, a double controller and a double electronic parking brake system (namely, a parking brake system) are needed to be used for redundancy backup.
The existing double controllers and double driving motors are adopted for redundancy, the cost of the whole vehicle needs to be increased, the actual use times of the controllers and the driving motors used for backup are limited, and great hardware resource waste exists.
Disclosure of Invention
The embodiment of the invention provides a brake redundancy control method and a brake redundancy control system, which are used for solving the problems of higher cost and hardware resource waste in the existing brake redundancy braking process.
The invention provides a brake redundancy control method, which comprises the following steps:
the driving assistance system acquires state monitoring data and sends the state monitoring data to the vehicle control unit;
when the state monitoring data meet the auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal and sends the auxiliary braking signal to a drive control unit and a parking braking system;
the driving control unit receives the auxiliary braking signal and controls the driving motor to perform reverse dragging braking based on the auxiliary braking signal;
and the parking brake system receives the auxiliary brake signal and controls a parking brake component to perform parking brake based on the auxiliary brake signal.
Preferably, when the state monitoring data meets an auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal, including:
and the vehicle control unit analyzes the state monitoring data, acquires a braking state signal corresponding to the main braking system, and generates an auxiliary braking signal when the braking state signal is an invalid state signal.
Preferably, when the state monitoring data satisfies an auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal and sends the auxiliary braking signal to a drive control unit and a parking braking system, and the method includes:
when the state monitoring data meet the auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal and obtains a maximum anti-dragging torque, sends the auxiliary braking signal and the maximum anti-dragging torque to the drive control unit, and sends the auxiliary braking signal to the parking braking system;
the drive control unit receives the auxiliary brake signal, and controls the driving motor to perform reverse drag braking based on the auxiliary brake signal, and the drive control unit comprises:
and the driving control unit receives the auxiliary braking signal and the maximum anti-dragging torque, and controls the driving motor to perform anti-dragging braking based on the auxiliary braking signal and the maximum anti-dragging torque.
Preferably, the parking brake system receives the auxiliary brake signal, and controls a parking brake component to perform parking braking based on the auxiliary brake signal, including:
and the parking brake system receives the auxiliary brake signal, acquires the current speed of the automobile, and controls a parking brake component to perform parking brake based on the auxiliary brake signal when the current speed of the automobile is less than a target speed threshold value.
Preferably, after the driving assistance system acquires state monitoring data and transmits the state monitoring data to the vehicle control unit, the brake redundancy control method further includes:
when the state monitoring data meet a main braking condition, the vehicle control unit generates a main braking signal and sends the main braking signal to the main braking system;
and the main braking system receives the main braking signal and controls the brake calipers to brake through a brake pipeline based on the main braking signal.
Preferably, when the state monitoring data meets a main braking condition, the vehicle control unit generates a main braking signal, including:
the vehicle control unit analyzes the state monitoring data, acquires a braking state signal and a vehicle state signal corresponding to a main braking system, and generates a main braking signal when the braking state signal is an effective state signal and the vehicle state signal is an emergency braking signal.
Preferably, the driving assistance system acquires state monitoring data, including:
the auxiliary driving system sends a state acquisition instruction to the main braking system;
when the auxiliary driving system does not acquire the state response signal in the target response period or the acquired state response signal is an invalid state signal, determining that the braking state signal is the invalid state signal, and taking the braking state signal as state monitoring data;
when the obtained state response signal is an effective state signal, the assistant driving system determines that the braking state signal is the effective state signal, collects vehicle state data, determines an automobile state signal based on the vehicle state data, and takes the braking state signal and the automobile state signal as state monitoring data.
Preferably, the driving assistance system acquires state monitoring data, including:
the auxiliary driving system collects the current speed of the automobile in real time in the current mode of the automobile, and sends a state collection instruction to the main braking system at preset time intervals when the current mode of the automobile is an automatic driving mode and the current speed of the automobile is smaller than a standard speed threshold value.
Preferably, after the parking brake system receives the auxiliary brake signal and controls a parking brake part to perform parking braking based on the auxiliary brake signal, the brake redundancy control method further includes:
the method comprises the steps that an auxiliary driving system collects the current speed of an automobile, when the current speed of the automobile is zero, automobile parking data are obtained, and the automobile parking data are sent to a whole automobile controller;
and the vehicle control unit receives the vehicle parking data and sends the vehicle parking data to the user terminal.
The invention provides a braking redundancy control system, which comprises a vehicle control unit, an auxiliary driving system, a main braking system, a parking braking system and a driving control unit, wherein the vehicle control unit is used for controlling the driving of a vehicle; the auxiliary driving system is connected with the main braking system and the vehicle control unit; the vehicle control unit is connected with the main braking system, the parking braking system and the drive control unit; the vehicle control unit, the main braking system, the parking braking system, the auxiliary driving system and the drive control unit are matched to realize the braking redundancy control method.
According to the brake redundancy control method and the brake redundancy control system, when the vehicle control unit receives the state monitoring data sent by the auxiliary driving system and meets the auxiliary braking condition, the vehicle control unit can determine that emergency braking is needed but main braking control cannot be carried out, an auxiliary braking signal is needed to be generated, the auxiliary braking signal is sent to the driving control unit and the parking braking system, so that the driving control unit controls the driving motor to carry out drag-back braking and the parking braking system controls the parking braking component to carry out parking braking, on one hand, auxiliary braking control can be carried out when the state monitoring data meets the auxiliary braking condition to guarantee timeliness of auxiliary braking, on the other hand, the driving control unit and the parking braking system are adopted to respectively control the driving motor and the parking braking component to carry out braking, effectiveness of auxiliary braking can be guaranteed, and the purpose of controlling rapid braking stop of the vehicle can be achieved, to avoid the safety risk of the vehicle continuing to drive when the main braking system fails. In addition, the vehicle control unit can control the drive control unit and the parking brake system to perform auxiliary brake control under the condition that the main brake system fails, only the existing control system in the vehicle is needed, and an ESC is not needed to be additionally configured for redundancy backup, so that the cost of the brake redundancy control process is low, and the waste of hardware resources caused by the additional configuration of the ESC can be avoided.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments of the present invention will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive labor.
FIG. 1 is a schematic diagram of a brake redundancy control system in accordance with an embodiment of the present invention;
FIG. 2 is a flow chart of a method of brake redundancy control in accordance with one embodiment of the present invention;
FIG. 3 is another flow chart of a brake redundancy control method in accordance with an embodiment of the present invention;
FIG. 4 is another flow chart of a brake redundancy control method in accordance with an embodiment of the present invention;
FIG. 5 is another flow chart of a brake redundancy control method according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment of the invention provides a brake redundancy control method, which is applied to a brake redundancy control system, and the brake redundancy control system can realize brake redundancy control under the condition of not increasing hardware cost, thereby ensuring the stability and safety of braking in the driving process of an automobile.
In the embodiment, the brake redundancy control system comprises a vehicle control unit, an auxiliary driving system, a main braking system, a parking braking system and a driving control unit; the auxiliary driving system is connected with the main braking system and the vehicle control unit; the vehicle control unit is connected with the main braking system, the parking braking system and the drive control unit; the vehicle control unit, the main brake system, the parking brake system, the auxiliary driving system and the drive control unit are matched to realize the brake redundancy control method provided by the following embodiment. In this example, the service brake system is also connected to the service brake system.
The Vehicle Control Unit (VCU) is a central control unit of the automobile, and is the core of the entire brake redundancy control system.
The driving Assistance System (Advanced Driver Assistance System, ADAS) utilizes various sensors (millimeter wave radar, laser radar, monocular/binocular camera and satellite navigation) mounted on the vehicle to sense the surrounding environment at any time in the driving process of the vehicle, collects data, identifies, detects and tracks static and dynamic objects, and performs operation and analysis of the System by combining with navigation map data, thereby enabling drivers to perceive possible dangers in advance and effectively increasing the comfort and safety of vehicle driving.
The main Brake System (BCS) is a System for implementing main Brake Control, and is a System integrating an electric Control booster and a vehicle body stabilizing System. A vehicle body Stability system (ESC) is used.
Among them, a parking Brake system (Electrical Park Brake) is used to control parking brakes through an electronic circuit.
Among them, a Drive Control Unit (DCU) is a Control Unit for controlling the operation of the Drive motor.
In one embodiment, as shown in fig. 2, the brake redundancy control method includes the steps of:
s201: and the driving assistance system acquires state monitoring data and sends the state monitoring data to the vehicle control unit.
The state monitoring data refers to data determined by analyzing vehicle state data acquired by various sensors (including but not limited to millimeter wave radar, laser radar, a camera and a vehicle speed sensor) on the automobile in real time by the driving assistance system. In this example, the condition monitoring data includes, but is not limited to, a brake status signal, a vehicle status signal, and a current vehicle speed of the vehicle.
The brake state signal is a signal for reflecting the current state of the main brake system, and comprises an effective state signal and an ineffective state signal. The valid state signal is a signal for reflecting that the main brake system is currently in a valid state, that is, a signal that the main brake system can currently perform main brake control. Accordingly, the invalid state signal is a signal for reflecting that the main brake system is currently in an invalid state, that is, the main brake system is currently not capable of performing main brake control.
The vehicle state signal is a signal for reflecting whether the automobile needs to be subjected to brake control currently, and comprises an emergency brake signal and a non-emergency brake signal. The emergency braking signal is used for reflecting the analysis of vehicle state data and determining that the automobile needs to be subjected to braking control, and correspondingly, the non-emergency braking signal is used for reflecting the analysis of the vehicle state data and determining that the automobile does not need to be subjected to braking control.
The current speed of the automobile is calculated according to the vehicle state data collected in real time, and the current speed of the automobile is determined.
As an example, when an autonomous vehicle enters an autonomous driving mode, an auxiliary driving system needs to be used to acquire vehicle state data of the vehicle in real time, a data analysis program built in the auxiliary driving system is used to analyze the vehicle state data to acquire state monitoring data, and the state monitoring data is sent to a vehicle control unit, so that the vehicle control unit performs intelligent control according to the state monitoring data acquired in real time, and safety of the autonomous driving vehicle in the autonomous driving mode is guaranteed.
S202: and when the state monitoring data meet the auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal and sends the auxiliary braking signal to the drive control unit and the parking braking system.
The auxiliary braking condition is a condition configured in advance for performing auxiliary braking, and generally, the auxiliary braking condition is a condition in which emergency braking is required when the main braking system fails. The auxiliary brake signal is a signal for controlling other auxiliary brake components to perform auxiliary braking when the main brake system cannot perform main brake control.
As an example, after receiving the state monitoring data sent by the driving assistance system, the vehicle control unit needs to match the state monitoring data with a pre-configured auxiliary braking condition, and if the state monitoring data satisfies the auxiliary braking condition, it may be determined that emergency braking is required but main braking control is not possible, and an auxiliary braking signal needs to be generated, and the auxiliary braking signal is sent to the drive control unit and the parking braking system, so that the drive control unit and the parking braking system perform auxiliary braking control according to the auxiliary braking signal.
In one embodiment, in step S202, when the state monitoring data satisfies the auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal, including: and the vehicle control unit analyzes the state monitoring data, acquires a braking state signal corresponding to the main braking system, and generates an auxiliary braking signal when the braking state signal is an invalid state signal.
The brake state signal corresponding to the main brake system is a signal for reflecting whether the main brake system can perform brake control.
As an example, the vehicle control unit obtains a braking state signal corresponding to the main braking system from the state monitoring data, so as to determine whether the main braking system can perform main braking control currently according to the braking state signal. In this example, when the brake status signal corresponding to the main brake system is an invalid status signal, the vehicle control unit indicates that the main brake system cannot perform main brake control currently, and if the vehicle is driven automatically and continuously, a safety risk may be caused by the fact that the main brake system cannot perform main brake control. The target brake component herein refers to a component connected to a drive control unit or a parking brake system for performing a braking operation.
S203: the driving control unit receives the auxiliary braking signal and controls the driving motor to perform reverse dragging braking based on the auxiliary braking signal.
As an example, after receiving an auxiliary braking signal sent by the vehicle controller, the drive control unit needs to control the drive motor connected to the drive control unit to perform reverse-towing braking according to the auxiliary braking signal, so that the vehicle speed is reduced through the reverse-towing braking of the drive motor, thereby achieving the purpose of auxiliary braking.
For example, when the automatic driving vehicle is a two-drive vehicle, the driving control unit can control the front axle of the vehicle to perform anti-drag braking through the driving motor, so that the left front wheel and the right front wheel are decelerated to achieve the purpose of controlling the deceleration of the vehicle. For example, when the autonomous vehicle is a four-wheel drive vehicle, the driving control unit may control the front axle and the rear axle of the vehicle to perform anti-drag braking by the driving motor, so that the front left wheel, the front right wheel, the rear left wheel and the rear right wheel are all decelerated to achieve the purpose of controlling the deceleration of the vehicle.
In one embodiment, in step S202, when the state monitoring data satisfies the auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal and transmits the auxiliary braking signal to the driving control unit and the parking braking system, including:
when the state monitoring data meet the auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal and obtains the maximum anti-dragging torque, sends the auxiliary braking signal and the maximum anti-dragging torque to the drive control unit, and sends the auxiliary braking signal to the parking braking system;
step S203, the driving control unit receives the auxiliary braking signal, and controls the driving motor to perform reverse drag braking based on the auxiliary braking signal, including:
the driving control unit receives the auxiliary braking signal and the maximum anti-dragging torque, and controls the driving motor to perform anti-dragging braking based on the auxiliary braking signal and the maximum anti-dragging torque.
The maximum anti-drag torque is a maximum torque which is configured in advance and used for controlling the driving motor to perform anti-drag braking.
As an example, when the state monitoring data meets the auxiliary braking condition, the vehicle control unit can identify that the emergency braking is needed but the main braking control cannot be carried out, for example, when the brake status signal corresponding to the main brake system in the status monitoring data is an invalid status signal, namely when the main braking system is in a failure state, an auxiliary braking signal needs to be generated, in order to ensure the effect of controlling the driving motor to carry out the back-dragging braking by the driving control unit, the maximum back-dragging torque also needs to be obtained, so as to send the auxiliary braking signal and the maximum anti-dragging moment I to the driving control unit and send the auxiliary braking signal to the parking braking system, so that the drive control unit and the parking brake system can control the corresponding target brake component to perform auxiliary braking, the automobile can be quickly braked and stopped under the condition that the main braking system fails, and the driving safety of the automobile is further guaranteed.
As an example, after receiving the auxiliary braking signal and the maximum anti-drag torque, the drive control unit needs to control the drive motor to perform anti-drag braking at the maximum anti-drag torque according to the auxiliary braking signal and the auxiliary braking signal, so as to ensure the efficiency of the drive control unit controlling the drive motor to perform anti-drag braking.
S204: the parking brake system receives the auxiliary brake signal and controls the parking brake component to perform parking brake based on the auxiliary brake signal.
The parking brake component refers to a component connected with the EPS for performing parking braking under control of the EPS, and may be a drive caliper, for example.
As an example, after receiving an auxiliary braking signal sent by the vehicle control unit, the parking braking system determines that the main braking system is currently in a failure state and needs emergency braking, and therefore, the parking braking component connected to the parking braking system may be controlled to perform parking braking directly based on the auxiliary braking signal.
In one embodiment, step S204, the parking brake system receives the auxiliary brake signal, and controls the parking brake component to perform the parking brake based on the auxiliary brake signal, including:
and the parking brake system receives the auxiliary brake signal, acquires the current speed of the automobile, and controls the parking brake part to perform parking brake based on the auxiliary brake signal when the current speed of the automobile is less than the target speed threshold.
The current vehicle speed of the automobile refers to the vehicle speed analyzed according to vehicle state data acquired by the assistant driving system in real time. The target vehicle speed threshold value is a vehicle speed which is preset by the system and enables the parking brake system to perform brake control. In the process of braking and controlling the parking brake system, if the current speed of the automobile is too high, the swing amplitude of the automobile in the braking process of the parking brake system is large, the stability of the automobile in the braking process is poor, and automobile scratch and even safety accidents are easy to happen, so that a target speed threshold needs to be configured in advance to determine whether the parking brake system can be collected for braking and controlling based on the target speed threshold.
As an example, when the parking brake system receives the auxiliary brake signal, and the vehicle controller can acquire the current vehicle speed of the vehicle acquired by the auxiliary driving system in real time, and when the current vehicle speed of the vehicle is less than the target vehicle speed threshold, the parking brake system directly controls the parking brake component connected with the parking brake system to perform parking brake based on the auxiliary brake signal, so as to ensure the stability and safety of the parking brake system when controlling the parking brake component to perform parking brake. In this example, the parking brake system may receive the current vehicle speed of the vehicle sent by the vehicle control unit while receiving the auxiliary brake signal, or may obtain the current vehicle speed of the vehicle sent by the vehicle control unit after receiving the auxiliary brake signal, where the current vehicle speed is collected by the auxiliary driving system in real time and sent to the vehicle control unit.
For example, when the brake state signal corresponding to the main brake system is an invalid state signal, the vehicle controller indicates that the main brake system cannot perform main brake control currently, if the vehicle is driven automatically, safety risk may be caused by the fact that the main brake system cannot perform main brake control, at this time, it is determined that an emergency brake situation exists, an auxiliary brake signal needs to be generated, in order to ensure stability and safety of brake control performed by the parking brake system, it is also necessary to acquire the current vehicle speed of the vehicle from state monitoring data sent by the auxiliary driving system, so as to send the auxiliary brake signal to the drive control unit, and send the auxiliary brake signal and the current vehicle speed of the vehicle to the parking brake system, so that the drive control unit and the parking brake system can control corresponding target brake components to perform auxiliary brake, so that the vehicle can be braked and stopped quickly when the main brake system fails, thereby ensuring the safety of automobile driving. The parking brake system receives the current speed of the automobile while receiving the auxiliary brake signal, and when the auxiliary brake signal is received, if the received current speed of the automobile is smaller than a target speed threshold value, the parking brake part can be controlled to perform parking brake directly based on the auxiliary brake signal; if the received current vehicle speed of the vehicle is not less than the target vehicle speed threshold, after step S203 is executed, that is, the drive control unit receives the auxiliary brake signal, controls the drive motor to perform reverse drag braking based on the auxiliary brake signal, and then controls the parking brake component to perform parking braking based on the auxiliary brake signal when the current vehicle speed of the vehicle is determined to be less than the target vehicle speed threshold based on the current vehicle speed acquired in real time by the auxiliary driving system, thereby ensuring the safety and stability of vehicle brake control.
In the brake redundancy control method provided by this embodiment, when the vehicle controller receives the status monitoring data sent by the assistant driving system and meets the assistant braking condition, it may determine that the emergency braking is required but the main braking control cannot be performed, and generate the assistant braking signal, and send the assistant braking signal to the driving control unit and the parking braking system, so that the driving control unit controls the driving motor to perform the drag-back braking and the parking braking system controls the parking braking component to perform the parking braking, on one hand, it may achieve the assistant braking control when the status monitoring data meets the assistant braking condition, so as to ensure the timeliness of the assistant braking, on the other hand, it may ensure the validity of the assistant braking by using the driving control unit and the parking braking system to control the driving motor and the parking braking component to perform the braking respectively, so as to achieve the purpose of controlling the vehicle to stop quickly braking, to avoid the safety risk of the vehicle continuing to drive when the main braking system fails. In addition, the vehicle control unit can control the drive control unit and the parking brake system to perform auxiliary brake control under the condition that the main brake system fails, only the existing control system in the vehicle is needed, and an ESC is not needed to be additionally configured for redundancy backup, so that the cost of the brake redundancy control process is low, and the waste of hardware resources caused by the additional configuration of the ESC can be avoided.
In one embodiment, as shown in fig. 3, the brake redundancy control method further includes the steps of:
s301: and acquiring state monitoring data at the auxiliary driving system, and sending the state monitoring data to the vehicle control unit.
The processing procedure of step S301 is the same as that of step S201, and is not repeated here.
S302: and when the state monitoring data meet the main braking condition, the vehicle control unit generates a main braking signal and sends the main braking signal to a main braking system.
The main brake condition is a condition for performing main braking, which is configured in advance. In general, the service braking condition is a condition that requires braking control when the service braking system is effective. The service brake signal is a signal for controlling the service brake system to perform service brake control.
As an example, in step S303, after receiving the state monitoring data sent by the driving assistance system, the main brake system needs to match the state monitoring data with a pre-configured main brake condition, and if the state monitoring data satisfies the main brake condition, it may be determined that the main brake system is in an effective state, and the vehicle is currently in a driving environment in which braking control needs to be performed, so that the vehicle control unit needs to generate a main brake signal and send the main brake signal to the main brake system, so that the main brake system performs main braking control according to the main brake signal.
In an embodiment, in step S302, when the state monitoring data satisfies the primary braking condition, the vehicle control unit generates a primary braking signal, including: the vehicle control unit analyzes the state monitoring data, acquires a braking state signal and a vehicle state signal corresponding to the main braking system, and generates a main braking signal when the braking state signal is an effective state signal and the vehicle state signal is an emergency braking signal.
The vehicle state signal is a signal used for reflecting whether the vehicle needs to be braked and controlled currently, and the vehicle state signal comprises an emergency brake signal and a non-emergency brake signal, wherein the emergency brake signal is a signal used for reflecting that vehicle state data are analyzed to determine that the vehicle needs to be braked and controlled. Accordingly, the non-emergency braking signal is a signal for reflecting the analysis of the vehicle state data to determine that the vehicle does not need to be subjected to braking control.
As an example, in step S302, when the braking state signal is an effective state signal, the vehicle control unit determines that the main braking system is currently in an effective state, and may perform main braking control; and when the automobile state signal is an emergency braking signal, the automobile is determined to be in an environment needing emergency braking at present, at the moment, the vehicle control unit can generate a main braking signal and send the main braking signal to the main braking system, so that the main braking system performs main braking control, and the automobile is rapidly braked and stopped in the environment needing emergency braking.
S303: the main brake system receives the main brake signal, and controls the brake calipers to brake through the brake pipeline based on the main brake signal.
As an example, in step S303, after receiving a main brake signal sent by the vehicle controller, the main brake system may control a brake caliper to perform braking through a brake pipe based on the main brake signal, and specifically, may control the brake pipe to transmit brake fluid based on the main brake signal so as to transmit the brake fluid from a brake master cylinder to a brake wheel cylinder of a vehicle wheel, form a brake torque using the brake fluid in the brake wheel cylinder, and control the brake caliper to perform braking based on the brake torque so as to stop the vehicle wheel, so as to achieve the purpose of rapid stop, so as to implement main brake control through the main brake system in an environment where emergency braking is required, so as to ensure safety of driving the vehicle.
In one embodiment, after the main brake system receives the main brake signal and controls the brake caliper to brake through the brake pipe based on the main brake signal, the brake redundancy control method further includes: and the main braking system generates a parking braking signal and sends the parking braking signal to the parking braking system. The parking braking system receives the parking braking signal and controls the parking braking component to perform parking braking based on the parking braking signal.
The parking brake signal is a signal formed by the main brake system and used for controlling the parking brake system to perform parking brake.
As an example, the main brake system may form a parking brake signal during main brake control based on the main brake signal, and send the parking brake signal to the parking brake system, so that the parking brake system may control the parking brake component to perform parking brake when receiving the parking brake signal, so as to realize that the main brake system controls the brake caliper corresponding to the brake pipe to perform braking when the main brake system is in an effective state, and the parking brake component is controlled by the parking brake system to perform brake control together, which is beneficial to improving brake control efficiency, so that the automobile may realize rapid brake stop, and safety of the driving process is ensured.
In one embodiment, as shown in fig. 4, the step S201 of acquiring the state monitoring data by the driving assistance system includes:
s401: and the auxiliary driving system sends a state acquisition command to the main braking system.
S402: and when the auxiliary driving system does not acquire the state response signal in the target response period or the acquired state response signal is an invalid state signal, determining that the braking state signal is the invalid state signal, and taking the braking state signal as state monitoring data.
S403: when the obtained state response signal is an effective state signal, the assistant driving system determines that the braking state signal is the effective state signal, collects vehicle state data, determines an automobile state signal based on the vehicle state data, and takes the braking state signal and the automobile state signal as state monitoring data.
Wherein the state acquisition command is a command for acquiring a current state of the main brake system. The target response period is a pre-configured period in response to the state acquisition instruction. The state response signal is a signal for the main braking system to perform state response on a state acquisition command sent by the auxiliary driving system, and the state response signal comprises an effective state signal and an invalid state signal. The effective state signal is a signal for reflecting that the main brake system is currently in an effective state, that is, the main brake system can currently perform main brake control. Accordingly, the invalid state signal is a signal for reflecting that the main brake system is currently in an invalid state, that is, the main brake system is currently not capable of performing main brake control. The vehicle state data is data collected by the driving assistance system in real time through various sensors to evaluate whether an emergency state needs to be entered.
As an example, in step S401, at preset time intervals (e.g. 10ms), the assistant driving system may send a state collecting command to the main braking system to monitor the current state of the main braking system, so as to determine whether the main braking system can perform main braking control, which helps to ensure the feasibility of vehicle braking control.
As an example, in step S402, the driving assistance system starts timing after sending the state acquisition command, and waits for receiving the state response signal sent by the main brake system in the target response period. In one case, if the auxiliary driving system does not acquire the state response signal sent by the main braking system in the target response period, the auxiliary driving system is determined to unsuccessfully send a state acquisition instruction to the main braking system, or the main braking system fails to send the state response signal to the auxiliary driving system, and the main braking system is in an invalid state by default, so that the braking state signal of the auxiliary driving system can be determined to be an invalid state signal, and the braking state signal can be used as state monitoring data to be sent to the vehicle controller, so that the vehicle controller directly performs emergency braking according to the braking state signal to form an auxiliary braking signal, and the drive control unit and the parking braking system are controlled to perform auxiliary braking. In another case, if the driver assistance system can obtain the status response signal sent by the main brake system in the target response period, but the status response signal is an invalid status signal, it may also be determined that the braking status signal is an invalid status signal, and the braking status signal may be sent to the vehicle control unit as status monitoring data, so that the vehicle control unit directly performs emergency braking according to the braking status signal to form an auxiliary braking signal, so as to control the drive control unit and the parking brake system to perform auxiliary braking.
As an example, in step S403, the assistant driving system starts to calculate after sending the state collecting instruction, and if the assistant driving system can receive the state response signal sent by the main braking system in the target response period, that is, if the state response signal is an effective state signal, it indicates that the main braking system is currently in an effective state, and main braking control may be performed. At the moment, the auxiliary driving system acquires vehicle state data through various sensors connected with the auxiliary driving system, and then evaluates the acquired vehicle state data and preset emergency state conditions for evaluating whether the vehicle is in an emergency state or not; if the vehicle state data meet the emergency state condition, determining that the vehicle state signal is an emergency braking signal; and otherwise, if the vehicle state data meet the emergency state condition, determining that the vehicle state signal is a non-emergency braking signal. For example, when the distance from the autonomous vehicle to the preceding vehicle is less than a preset safety distance, it is determined that the emergency condition is satisfied, and the vehicle state signal is determined to be an emergency braking signal.
In this embodiment, when the driving assistance system does not acquire the state response signal in the target response period or the acquired state response signal is an invalid state signal, the driving assistance system may acquire the braking state signal as an invalid state signal when it is determined that the main braking system is in a failure state, and send the invalid state signal to the vehicle control unit as the state monitoring data, so that the vehicle control unit may control the driving control unit and the parking braking system to perform auxiliary braking when the main braking system is in the failure state. When the auxiliary driving system receives the state response signal as the effective state signal, the braking state signal needs to be determined as the effective state signal, vehicle state data are collected, the vehicle state signal is determined based on the vehicle state data, and the braking state signal and the vehicle state signal are used, so that the vehicle control unit can control the main braking system to perform main braking control when the main braking system is in the effective state, the realization of braking redundancy control is guaranteed, and extra cost is not needed.
In one embodiment, the driving assistance system sends a state acquisition command to the main braking system, and the state acquisition command comprises: the auxiliary driving system collects the current speed of the automobile in real time in the current mode of the automobile, and sends state collection instructions to the main braking system at preset time intervals when the current mode of the automobile is an automatic driving mode and the current speed of the automobile is smaller than a standard speed threshold value.
The current mode of the automobile refers to the current driving mode of the automobile. The standard vehicle speed threshold value refers to a vehicle speed threshold value used for evaluating whether the vehicle needs to be controlled to brake. The standard vehicle speed threshold is a vehicle speed determined according to relevant industry standards at which brake control can be performed during automatic driving of the vehicle, for example, 15 km/h. The preset time is a preset time for generating and transmitting a state acquisition instruction.
As an example, the assistant driving system needs to acquire the current vehicle speed of the vehicle in the current vehicle mode, and only when the current vehicle speed is less than the standard vehicle speed threshold value, it indicates that the current vehicle speed meets the precondition of performing brake control on the vehicle in the automatic driving mode, and at this time, the assistant driving system needs to send a state acquisition instruction to the main braking system at preset intervals, so as to wait for receiving a state response signal fed back by the main braking system in a target response period, and execute step S402 or step S403. Understandably, when the current mode of the automobile is not the automatic driving mode but the manual driving mode and the current speed of the automobile is not less than the standard speed threshold value, the driving assisting system indicates that the preset condition for braking control of the automobile in the automatic driving mode is not met, and a state acquisition instruction does not need to be sent to the main braking system at preset time intervals.
In one embodiment, as shown in fig. 5, after the parking brake system receives the auxiliary brake signal and controls the parking brake component to perform the parking brake based on the auxiliary brake signal, the brake redundancy control method further includes:
s501: the auxiliary driving system acquires the current speed of the automobile, acquires automobile parking data when the current speed of the automobile is zero, and sends the automobile parking data to the whole automobile controller.
S502: and the vehicle control unit receives the vehicle parking data and sends the vehicle parking data to the user terminal.
The vehicle parking data is data generated when the vehicle is parked. The car parking data includes, but is not limited to, a car parking signal and a current location of the car. The car parking signal is a signal for reflecting that the car is currently in a parking state. The current position of the automobile is used for reflecting the current parking position of the automobile. The owner terminal is a mobile terminal bound with the autonomous vehicle.
As an example, the assistant driving system collects the current speed of the vehicle in real time, and when the current speed of the vehicle is zero, the assistant driving system needs to form a vehicle parking signal, collect vehicle parking data, and send the vehicle parking signal and the vehicle parking data to the vehicle control unit. After receiving the automobile parking data, the vehicle control unit needs to send the automobile parking data to the user terminal so that a user corresponding to the user terminal can obtain the automobile parking data.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by functions and internal logic of the process, and should not limit the implementation process of the embodiments of the present invention in any way.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus Direct RAM (RDRAM), direct bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.

Claims (10)

1. A brake redundancy control method, comprising:
the driving assistance system acquires state monitoring data and sends the state monitoring data to the vehicle control unit;
when the state monitoring data meet the auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal and sends the auxiliary braking signal to a drive control unit and a parking braking system;
the driving control unit receives the auxiliary braking signal and controls the driving motor to perform reverse dragging braking based on the auxiliary braking signal;
and the parking brake system receives the auxiliary brake signal and controls a parking brake component to perform parking brake based on the auxiliary brake signal.
2. The brake redundancy control method according to claim 1, wherein the vehicle controller generates an auxiliary braking signal when the status monitoring data satisfies an auxiliary braking condition, including:
the vehicle control unit analyzes the state monitoring data, acquires a braking state signal corresponding to a main braking system, and generates an auxiliary braking signal when the braking state signal is an invalid state signal.
3. The brake redundancy control method according to claim 1, wherein the vehicle control unit generates an auxiliary brake signal when the state monitoring data satisfies an auxiliary brake condition, and transmits the auxiliary brake signal to a drive control unit and a parking brake system, including:
when the state monitoring data meet the auxiliary braking condition, the vehicle control unit generates an auxiliary braking signal and obtains the maximum anti-dragging torque, sends the auxiliary braking signal and the maximum anti-dragging torque to the drive control unit, and sends the auxiliary braking signal to the parking braking system;
the drive control unit receives the auxiliary brake signal, and controls the driving motor to perform reverse drag braking based on the auxiliary brake signal, and the drive control unit comprises:
and the driving control unit receives the auxiliary braking signal and the maximum anti-dragging torque, and controls the driving motor to perform anti-dragging braking based on the auxiliary braking signal and the maximum anti-dragging torque.
4. The brake redundancy control method of claim 1, wherein the parking brake system receives the auxiliary brake signal and controls a parking brake component to perform a parking brake based on the auxiliary brake signal, comprising:
and the parking brake system receives the auxiliary brake signal, acquires the current speed of the automobile, and controls a parking brake component to perform parking brake based on the auxiliary brake signal when the current speed of the automobile is less than a target speed threshold value.
5. The brake redundancy control method according to claim 1, wherein after the driver assistance system acquires the state monitoring data and transmits the state monitoring data to the vehicle control unit, the brake redundancy control method further comprises:
when the state monitoring data meet a main braking condition, the vehicle control unit generates a main braking signal and sends the main braking signal to the main braking system;
and the main braking system receives the main braking signal and controls the brake calipers to brake through a brake pipeline based on the main braking signal.
6. The brake redundancy control method of claim 5, wherein the vehicle control unit generating a primary brake signal when the status monitoring data satisfies a primary braking condition comprises:
the vehicle control unit analyzes the state monitoring data, acquires a braking state signal and a vehicle state signal corresponding to a main braking system, and generates a main braking signal when the braking state signal is an effective state signal and the vehicle state signal is an emergency braking signal.
7. The brake redundancy control method of claim 1, wherein the driver assistance system obtains state monitoring data comprising:
the auxiliary driving system sends a state acquisition instruction to the main braking system;
when the auxiliary driving system does not acquire the state response signal in the target response period or the acquired state response signal is an invalid state signal, determining that the braking state signal is the invalid state signal, and taking the braking state signal as state monitoring data;
when the obtained state response signal is an effective state signal, the assistant driving system determines that the braking state signal is the effective state signal, collects vehicle state data, determines an automobile state signal based on the vehicle state data, and takes the braking state signal and the automobile state signal as state monitoring data.
8. The brake redundancy control method of claim 7, wherein the driver assistance system obtains state monitoring data comprising:
the auxiliary driving system collects the current speed of the automobile in real time in the current mode of the automobile, and sends a state collection instruction to the main braking system at preset time intervals when the current mode of the automobile is an automatic driving mode and the current speed of the automobile is smaller than a standard speed threshold value.
9. The brake redundancy control method of claim 1, wherein after the parking brake system receives the auxiliary brake signal and controls a parking brake component to perform a parking brake based on the auxiliary brake signal, the brake redundancy control method further comprises:
the method comprises the steps that an auxiliary driving system collects the current speed of an automobile, when the current speed of the automobile is zero, automobile parking data are obtained, and the automobile parking data are sent to a whole automobile controller;
and the vehicle control unit receives the vehicle parking data and sends the vehicle parking data to the user terminal.
10. A braking redundancy control system comprises a vehicle control unit, an auxiliary driving system, a main braking system, a parking braking system and a driving control unit; the auxiliary driving system is connected with the main braking system and the vehicle control unit; the vehicle control unit is connected with the main braking system, the parking braking system and the drive control unit; the vehicle control unit, the main brake system, the parking brake system, the auxiliary driving system and the driving control unit are matched to realize the braking redundancy control method according to any one of claims 1 to 9.
CN202110235484.8A 2021-03-03 2021-03-03 Brake redundancy control method and brake redundancy control system Pending CN115027442A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116968760A (en) * 2023-08-04 2023-10-31 比博斯特(上海)汽车电子有限公司 Redundant control method and device for drive-by-wire chassis of unmanned vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116968760A (en) * 2023-08-04 2023-10-31 比博斯特(上海)汽车电子有限公司 Redundant control method and device for drive-by-wire chassis of unmanned vehicle
CN116968760B (en) * 2023-08-04 2024-04-23 比博斯特(上海)汽车电子有限公司 Redundant control method and device for drive-by-wire chassis of unmanned vehicle

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