CN115158276A

CN115158276A - Redundancy control method and redundancy control system for multi-brake system

Info

Publication number: CN115158276A
Application number: CN202211086485.1A
Authority: CN
Inventors: 刘长运; 邱宝象; 张霞; 屈亮亮; 李坚利; 林国贤
Original assignee: Wanxiang Qianchao Co Ltd
Current assignee: Wanxiang Qianchao Co Ltd
Priority date: 2022-09-07
Filing date: 2022-09-07
Publication date: 2022-10-11
Anticipated expiration: 2042-09-07
Also published as: CN115158276B

Abstract

The disclosure relates to a redundancy control method and a redundancy control system for a multi-brake system. The multi-brake system redundancy control method comprises the steps that failure of an electronic stability control system and failure of an electronic parking auxiliary system are determined through at least one of the electronic stability control system, the electronic parking auxiliary system and an electronic power-assisted brake system, wherein the failure of the electronic stability control system comprises failure of an anti-lock braking function and failure of a braking auxiliary function; determining a braking demand; providing brake compensation control through an electronic power-assisted brake system in response to a braking demand for service braking; the parking brake is provided by an electronic power-assisted brake system in response to a brake demand. By the method, the electronic power-assisted brake system can replace an electronic parking auxiliary system to realize parking, the anti-lock and brake auxiliary functions are realized, the vehicle speed is prevented from being out of control, the timely parking brake is realized, and the safety of the vehicle can be effectively improved.

Description

Redundancy control method and redundancy control system for multi-brake system

Technical Field

The disclosure relates to the field of vehicle braking, and in particular relates to a multi-brake system redundancy control method and a redundancy control system.

Background

The automobile decelerates and stops the vehicle through a braking system. The braking system is a series of special devices which can forcibly reduce the running speed of the automobile, and the main functions of the braking system are to decelerate or even stop the running automobile, keep the speed of the automobile running on a downhill stable and keep the stopped automobile still. The braking system may include an electronic stability control system, an electronic parking assist system, and an electronic power-assisted braking system. The electronic stability control system can give an instruction to the master cylinder, brake oil in the master cylinder applies pressure, liquid transmits the pressure to pistons of brake calipers of a front wheel and a rear wheel through pipelines, the pistons drive the brake calipers to clamp a brake disc so as to apply braking force to the front wheel and the rear wheel, instability of a vehicle body is automatically corrected, and accidents are prevented. Electronic parking auxiliary system, motor unit are integrated to left and right back brake caliper on, and electronic control unit will control the motor action of integrating in left and right brake caliper to drive the brake caliper piston and remove and produce mechanical clamping force, accomplish the rear wheel braking, realize the parking braking, can avoid the vehicle unnecessary to slide, promptly the vehicle can not walk back. The electronic power-assisted brake uses the motor to generate power-assisted force to push a brake master cylinder to work, when the brake is stepped on, the power-assisted motor operates to push the brake pump to apply pressure to brake oil, the liquid transmits the pressure to pistons of brake calipers of a front wheel and a rear wheel through pipelines, and the pistons drive the brake calipers to clamp a brake disc so as to apply braking force to the front wheel and the rear wheel, so that a running automobile is decelerated and even stopped. The vehicle carries life, and the brake system is taken as a core system of the vehicle, and the importance of the brake system is self-evident.

In the actual driving process, serious traffic accidents can be caused by the failure of any one brake system. At present, a plurality of redundant control strategies are provided in the market after one brake system fails, for example, a backup system is utilized, and the backup system is started immediately after the original brake system fails. The vehicle running process may encounter multiple complex conditions, and a scheme for solving the problem of vehicle braking after two brake systems are in failure is absent in the market at present, for example, when the electronic parking auxiliary system and the electronic stability control system are in failure, wheels are locked or braking cannot be performed in the vehicle running process, and how to avoid potential safety hazards brought under the complex conditions is still a research difficulty in the field of vehicle driving.

Disclosure of Invention

In order to solve the technical problem, the present disclosure provides a redundancy control method and a redundancy control system for a multi-brake system.

In a first aspect, the present disclosure provides a redundancy control method for a multi-brake system, which is applied to a redundancy control system, where the redundancy control system includes: the parking brake system comprises an electronic stability control system, an electronic parking auxiliary system and an electronic power-assisted brake system; the multi-brake system redundancy control method comprises the following steps: determining that the electronic stability control system and the electronic parking assisting system fail through at least one system of the electronic stability control system, the electronic parking assisting system and the electronic power-assisted brake system, wherein the electronic stability control system fails and comprises an anti-lock braking function failure and an auxiliary braking function failure; determining a braking demand; providing brake compensation control for service braking by an electronic power-assisted brake system in response to a braking demand; and providing the parking braking force through the electronic power-assisted braking system in response to the braking demand as the parking braking.

In some embodiments, determining a braking demand comprises: in response to the current vehicle speed being greater than a first threshold, determining the braking demand as service braking; in response to the current vehicle speed being less than a first threshold, the braking demand is determined to be a parking brake.

In some embodiments, determining a braking demand comprises: responding to the braking demand as service braking, acquiring a failure state of the electronic stability control system, and acquiring a braking demand value according to the failure state; and responding to the parking brake as the brake demand, acquiring the failure state of the electronic parking auxiliary system, and obtaining the brake demand value according to the failure state.

In some embodiments, acquiring a failure state of the electronic stability control system, and deriving a braking demand value based on the failure state includes: responding to the failure state as the failure of the anti-lock braking function; acquiring wheel speed through an electronic power-assisted brake system; the braking force demand is determined from the wheel speed.

In some embodiments, acquiring a failure state of the electronic stability control system, and deriving a braking demand value based on the failure state includes: in response to failure of the brake assist function, determining the speed and travel of the brake pedal depression; if the speed is greater than or equal to the speed threshold and the travel is less than or equal to the travel threshold, an auxiliary braking force demand is determined.

In some embodiments, acquiring a failure state of the electronic parking assist system, and deriving a brake demand value based on the failure state includes: obtaining vehicle braking force and vehicle braking related parameters of a current failure state; obtaining a braking demand value according to the vehicle braking force in the failure state and the vehicle braking related parameters; the vehicle braking related parameter comprises one or more of: vehicle weight, tire parameters, gradient, brake radius of a brake disc, friction coefficient of the brake disc and piston area of a brake cylinder.

In some embodiments, determining that the electronic stability control system and the electronic parking assist system are disabled by at least one of the electronic stability control system, the electronic parking assist system, and the electronic power assisted braking system comprises: and if the electronic power-assisted brake system cannot receive the data of the electronic stability control system, determining that the electronic stability control system is invalid.

In some embodiments, determining that the electronic stability control system and the electronic parking assist system are disabled by at least one of the electronic stability control system, the electronic parking assist system, and the electronic power-assisted braking system further includes: determining a wheel slip rate by an electronic power assisted braking system in response to a brake pedal being depressed; determining whether the wheel is locked based on the wheel slip rate; and if the wheels are locked, determining that the anti-lock braking function is invalid.

In some embodiments, determining that the electronic stability control system and the electronic parking assist system are disabled by at least one of the electronic stability control system, the electronic parking assist system, and the electronic power-assisted braking system further includes: collecting the wheel speed; obtaining wheel acceleration based on wheel speed; and determining whether the brake auxiliary function of the electronic stability control system is failed according to the acceleration of the wheel.

In some embodiments, determining that the electronic stability control system and the electronic power brake system are disabled by at least one of the electronic stability control system, the electronic parking assist system, and the electronic power brake system comprises: detecting states of a first control driving module and a first circuit sensing module of the electronic stability control system; determining that the electronic stability control system is invalid based on the states of the first control driving module and the first circuit sensing module; wherein, first control drive module includes: the first single chip microcomputer and/or the first motor driving module; the first circuit sensing module comprises one or more of the following: the sensor comprises a first power supply, an electromagnetic valve module, a first motor and a first sensor.

In some embodiments, determining that the electronic power brake system and the electronic parking assist system are disabled by at least one of the electronic stability control system, the electronic parking assist system, and the electronic power brake system includes: and if the electronic stability control system cannot receive the data of the electronic parking assist system, determining that the electronic parking assist system fails.

In some embodiments, determining that the electronic power brake system and the electronic parking assist system are disabled by at least one of an electronic stability control system, the electronic parking assist system, and the electronic power brake system includes: detecting states of a second control module, a second motor module and a third motor module of the electronic parking assist system; determining that the electronic parking assist system is disabled based on the states of the second control module, the second motor module, and the third motor module; wherein the second control module comprises: the system comprises a system master control device, a power supply and a pre-driving device; the second electric machine module includes: a left motor, a left motor drive; the third electric machine module includes: right motor, right motor drive.

In a second aspect, the present disclosure also provides a redundant control system comprising: the parking brake system comprises an electronic stability control system, an electronic parking auxiliary system, an electronic power-assisted brake system and a plurality of vehicle brakes corresponding to each wheel of the vehicle; the braking redundancy control is performed by the multi-brake system redundancy control method as in the first aspect.

In some embodiments, an electronic power assisted braking system comprises: and the wheel speed sensor is used for acquiring the wheel speed.

The technical scheme provided by the embodiment of the disclosure can have the following beneficial effects: when the electronic stability control system, the electronic parking auxiliary system and the electronic power-assisted brake system all work normally, the systems can be mutually independent and do not influence the functions of the systems. After detecting electronic stability control system, electron parking auxiliary system all became invalid, can provide redundancy for electron stability control system and electron parking auxiliary system through electron power-assisted braking system, electron power-assisted braking system can replace electron stability control system and electron parking auxiliary system to realize the supplementary and parking braking's of braking that corresponds function, make the vehicle keep normal steady in the travel, avoid appearing the tire locking, the not enough condition of braking force, make the vehicle safety braking when the parking simultaneously, avoid the swift current car slip, effectively promote the security of vehicle, can not be because of a plurality of braking system's inefficacy, thereby lead to taking place the incident. The invention further provides a redundancy control system, the redundancy control method is realized, the redundancy control function can be realized only by the electronic power-assisted brake system, and compared with a redundancy control system for backing up a plurality of systems, the system development and integration difficulty is lower, and the cost is lower.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.

FIG. 1 illustrates a flow diagram of a multi-brake system redundancy control method according to some embodiments of the present disclosure;

FIG. 2 is a flow chart illustrating a multi-brake system redundancy control method according to further embodiments of the present disclosure;

FIG. 3 is a flow chart illustrating a multi-brake system redundancy control method according to further embodiments of the present disclosure;

FIG. 4 is a flow chart illustrating a multi-brake system redundancy control method according to further embodiments of the present disclosure;

FIG. 5 is a flow chart illustrating a multi-brake system redundancy control method according to further embodiments of the present disclosure;

FIG. 6 is a flow chart illustrating a multi-brake system redundancy control method according to further embodiments of the present disclosure;

FIG. 7 is a flow chart illustrating a multi-brake system redundancy control method according to further embodiments of the present disclosure;

FIG. 8 illustrates an architectural schematic of a redundant control system of some embodiments of the present disclosure;

FIG. 9 illustrates an architectural schematic of a redundant control system of further embodiments of the present disclosure.

100. Redundant control system

101. External input

102. Vehicle Control Unit (Electronic Control Unit, ECU)

201. Storage battery

301. Automobile Electronic Stability control system (ESC)

401. Electronic BOOSTER brake system (BOOSTER)

501. Electronic parking auxiliary system (electric Park Brake, EPB)

601. Left front brake of left front wheel

602. Right front brake of right front wheel

603. Left rear brake of left rear wheel

604. A right rear brake of the right rear wheel.

Detailed Description

The disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable one of ordinary skill in the art to better understand and thus implement the present disclosure, and do not imply any limitation on the scope of the present disclosure.

As used herein, the term "include" and its variants are to be read as open-ended terms meaning "including, but not limited to. The term "based on" is to be read as "based, at least in part, on". The terms "one embodiment" and "an embodiment" are to be read as "at least one embodiment". The term "another embodiment" is to be read as "at least one other embodiment".

In order to solve the above technical problem, in some embodiments, the present disclosure provides a redundancy system, as shown in fig. 8, which may include: an Electronic Stability Control (ESC) system, an Electronic Park Brake (EPB) system, and an Electronic power-assisted Brake system (boost) system.

In other embodiments, as shown in fig. 9, the present disclosure also provides a redundancy system that may include: the vehicle Brake system comprises a storage battery, a vehicle Control Unit (ECU), an automotive Electronic Stability Control system (ESC), an Electronic parking assist system (EPB), an Electronic power-assisted braking system (boost), and a plurality of vehicle brakes corresponding to each wheel of the vehicle, wherein the plurality of vehicle brakes may include a front left Brake of a front left wheel, a front right Brake of a front right wheel, a rear left Brake of a rear left wheel, and a rear right Brake of a rear right wheel on a general four-wheel vehicle.

The storage battery can be respectively connected with the automobile electronic stability control system, the electronic parking auxiliary system and the electronic power-assisted brake system through power supply lines. The storage battery respectively provides energy and power supply for the automobile electronic stability control system, the electronic parking auxiliary system and the electronic power-assisted brake system.

The vehicle control unit CAN be respectively connected with an external input, an automobile electronic stability control system, an electronic parking auxiliary system and an electronic power-assisted brake system through a CAN communication line. The vehicle control unit can input command signals to the vehicle electronic stability control system, the electronic parking auxiliary system and the electronic power-assisted braking system, and can also receive signals of the vehicle electronic stability control system, the electronic parking auxiliary system and the electronic power-assisted braking system and external input signals. The vehicle control unit can input command signals to the vehicle electronic stability control system, the electronic parking auxiliary system and the electronic power-assisted brake system, and adjust the working states of the vehicle electronic stability control system, the electronic parking auxiliary system and the electronic power-assisted brake system.

The electronic stability control system, the electronic parking assisting system and the electronic power-assisted brake system of the automobile CAN send and receive signals and data through the CAN communication line. In some cases, if a certain system signal or data cannot be received, there may be a possibility that the system fails, and the failure may include a communication failure or a system failure, which may result in failure to implement a corresponding function.

The automobile electronic stability control system can be connected with the storage battery through a power supply line, and the storage battery supplies energy for the automobile electronic stability control system to enable the automobile electronic stability control system to normally operate. The electronic stability control system of the automobile CAN be connected with the vehicle control unit through a CAN communication line, on one hand, signals acquired by the electronic stability control system of the automobile are input to the vehicle control unit, on the other hand, the electronic stability control system of the automobile CAN also receive the signals of the vehicle control unit and execute pressure adjustment of a vehicle brake corresponding to each wheel. The automobile electronic stability control system can comprise a six-axis acceleration sensor or other sensors, can detect the motion state of an automobile body, can control brakes corresponding to tires through brake pipelines under the conditions of sideslip, tire locking and the like of the automobile body, changes the working state of the corresponding brakes, and avoids uncontrollable danger of the automobile. The automobile electronic stability control system can be communicated with the vehicle brakes of the wheels through the brake pipelines and also can be connected with the electronic power-assisted brake system through the brake pipelines, and the automobile electronic stability control system can adjust the pressure of the vehicle brakes of the wheels through hydraulic pressure adjustment of the brake pipelines, so that the control performance of the vehicle is improved, and the vehicle is effectively prevented from being out of control when reaching the dynamic limit. In some cases, for example: the electronic stability control system of the automobile and the circuit of the storage battery are in failure and lose power; the communication between the automobile electronic stability control system and the whole automobile controller is disconnected, and the automobile electronic stability control system cannot receive signals and the like; brake pipe faults may cause the electronic stability control system of the automobile to fail to operate normally.

The electronic power-assisted braking system can be connected with the storage battery through a power supply line, and the storage battery supplies energy for the electronic power-assisted braking system to enable the electronic power-assisted braking system to normally operate. The electronic power-assisted braking system CAN be connected with the vehicle control unit through a CAN communication line, on one hand, signals of the electronic power-assisted braking system CAN be input to the vehicle control unit, and on the other hand, pressure adjustment of a braking pipeline CAN be executed after the electronic power-assisted braking system receives the signals of the vehicle control unit. The electronic power-assisted brake system can be connected with the automobile electronic stability control system through a brake pipeline, and when the hydraulic pressure in the brake pipeline of the electronic power-assisted brake system is changed through a signal, the automobile electronic stability control system receives the change of the hydraulic pressure in the brake pipeline. The braking instruction of the electronic power-assisted braking system can be completed under the regulation of the automobile electronic stability control system, so that the control performance of the automobile is improved, and the automobile is effectively prevented from being out of control when reaching the dynamic limit. The electronic power-assisted brake system can control hydraulic pressure according to a hydraulic signal transmitted by a brake pedal of a vehicle, so that the vehicle brake of each wheel is controlled, and the braking and the speed reduction are realized. In some cases, for example: the electronic power-assisted brake system and the storage battery circuit are in failure and lose power; the electronic power-assisted brake system and the vehicle control unit are disconnected in signal, and cannot receive signals and the like; failure of the brake pipe may result in failure of the electric power assisted brake system.

The electronic parking auxiliary system can be connected with the storage battery through a power supply line, and the storage battery supplies energy for the electronic parking auxiliary system to enable the electronic parking auxiliary system to normally operate. The electronic parking auxiliary system CAN be connected with the vehicle control unit through a CAN communication line, on one hand, signals of the electronic parking auxiliary system CAN be input to the vehicle control unit, and on the other hand, after the electronic parking auxiliary system receives the signals of the vehicle control unit, vehicle brakes of wheels or rear wheels are controlled, and parking braking is achieved. In some embodiments, the electronic parking assist system may be electrically connected to the vehicle brakes of the two rear wheels, and the motors of the vehicle brakes of the two rear wheels are respectively electrically connected to the electronic parking assist system, so that the positive and negative currents can control the positive and negative rotations of the motors, thereby controlling the parking brake or releasing the parking brake of the vehicle brakes, and thus achieving long-time parking or parking cancellation. In some cases, for example: the electronic parking auxiliary system and the storage battery circuit are in failure and lose power; the electronic parking assist system may not operate normally due to the fact that the electronic parking assist system is disconnected from the vehicle controller and the vehicle brakes of the wheels and cannot receive signals.

The present disclosure provides a redundancy control method for a multi-brake system, as shown in fig. 1, applied to a redundancy control system, the redundancy control system including: the system comprises an electronic stability control system, an electronic parking auxiliary system and an electronic power-assisted brake system; the multi-brake system redundancy control method includes steps S11 to S14, which will be described in detail below.

And S11, determining that the electronic stability control system and the electronic parking assisting system are invalid through at least one of the electronic stability control system, the electronic parking assisting system and the electronic power-assisted braking system, wherein the electronic stability control system is invalid and comprises an anti-lock braking function and an auxiliary braking function.

In the embodiment of the disclosure, the electronic stability control system, the electronic parking assist system and the electronic power-assisted brake system can be interconnected in a communication manner, and each system can have an active failure detection function. In some embodiments, the electronic stability control system and the electronic parking assist system can actively detect and judge whether a fault exists in the system of the electronic stability control system and the electronic parking assist system by themselves, and the fault information can be directly sent; in other embodiments, the electronic power brake system may receive information of the electronic stability control system and the electronic parking assist system through a passive detection mode to determine whether the electronic stability control system and the electronic parking assist system are in failure. Through the active detection mode and the passive detection mode, the complex condition that faults exist in the electronic stability control system and the electronic parking auxiliary system can be known in time, failure caused by different fault conditions can be fully and effectively covered, a corresponding processing mode can be selected conveniently according to the fault conditions, an alarm is given in time, and accidents are avoided.

In the embodiment of the disclosure, if the electronic stability control system can normally operate, the electronic stability control system can receive and send signals with a whole vehicle control system or an electronic power-assisted brake system. During normal driving, the functions of the electronic stability control system can be specifically divided into the following three cases: first, the basis of an electronic stability control system is an ABS anti-lock braking function, which continuously brakes hundreds of times in one second when a tire is about to be locked in an automobile braking situation, somewhat like a mechanical "snub brake". Therefore, when the vehicle is braked under full force, the tire can still ensure rolling, the rolling friction effect is better than the locked sliding friction effect, and the driving direction of the vehicle can be controlled; secondly, a BA brake auxiliary function is directly related to the electronic power-assisted brake system, namely the power of a driver for stepping on a brake pedal is insufficient, and the electronic power-assisted brake responds that the power cannot meet the actual driving requirement, so that the related braking force on a brake oil cylinder is increased through the BA brake auxiliary function; and thirdly, the traction control system specifically comprises an uphill auxiliary function and a steep descent function, and is mainly suitable for the stability of running on a slope road surface and preventing the tire from starting and slipping. Therefore, the electronic stability control system is high in use frequency during vehicle running and very important for vehicle stable running, when the signals transmitted by the electronic stability control system cannot be received, the electronic power-assisted braking system can actively request the electronic stability control system for detecting the signals, and if the data of the electronic stability control system cannot be received, the electronic stability control system is invalid; in some embodiments, whether the electronic stability control system fails or not can be determined for multiple times, so as to avoid accidental situations, for example, if the failure states of the electronic stability control system are different in continuous multiple determinations, the latest state is taken as the criterion, and an alarm is given in time when the detected failure state is detected, so that the driver can check conveniently. Whether the electronic stability control system fails or not is judged through the electronic power-assisted braking system, so that the failure result can be quickly judged, timely response is realized, the stable driving of the vehicle is maintained, the stability of the vehicle is controlled, the vehicle is guaranteed to run according to the consciousness of a driver, and the dangerous consequences caused by tire locking and insufficient braking force are avoided.

In the embodiment of the disclosure, since the electronic stability control system includes multiple functions, when the signal transmitted by the electronic stability control system is not received, part of the functions may fail, or all of the functions may fail. The electronic power-assisted brake system can actively request a detection signal for the electronic stability control system, and if the data of the electronic stability control system cannot be received, the failure condition of the electronic stability control system needs to be further assisted and judged from the perspective of specific functions. Among the functions of the electronic stability control system, the most basic function is the anti-lock braking function, and if the anti-lock braking function is in a problem, the failure of the electronic stability control system can be judged. And the electronic power-assisted brake system can judge whether the vehicle is locked or not through the wheel slip rate. The wheel slip rate can be obtained by a wheel speed sensor of the electronic power-assisted brake system, for example, determining a wheel speed according to a signal input by the wheel speed sensor, calculating a traveling speed according to the wheel speed and a wheel radius, and calculating the wheel slip rate according to the traveling speed and the wheel speed. In some embodiments, the driving speed can be acquired from other devices, and the slip rate is calculated more conveniently to assist in fault judgment. Specifically, the determination of whether the wheel is locked may be performed by setting a vehicle slip threshold, and when the vehicle slip ratio does not satisfy the threshold condition, the vehicle is locked. In some other embodiments, the traveling speed may be calculated according to the wheel speed and the acceleration, and then the slip rate of the wheel is calculated according to the traveling speed and the wheel speed, and the acceleration may be obtained from other devices that are not disabled, such as a separate vehicle body acceleration sensor, or an acceleration sensor installed in an electronic power assisted braking system, which is not limited by the disclosure. The slip rate is a main reference index for whether the vehicle is locked, the slip rate is detected by using the electronic power-assisted brake system, the anti-lock function failure information of the electronic stability control system can be quickly acquired, the alarm is timely given and the braking force control is performed, so that the running safety of the vehicle is kept.

In some embodiments, determining that the electronic stability control system and the electronic parking assist system are disabled by at least one of the electronic stability control system, the electronic parking assist system, and the electronic power-assisted braking system further includes: collecting the wheel speed; and obtaining the acceleration of the wheel based on the speed of the wheel, and determining whether the brake auxiliary function of the electronic stability control system is failed according to the acceleration of the wheel.

In the embodiment of the disclosure, if the anti-lock braking system of the vehicle is normal, other functions still need to be detected, that is, whether the auxiliary braking function fails or not needs to be further determined by using the electronic power-assisted braking system, and the auxiliary braking function can also be monitored by the wheel speed. The wheel acceleration can be obtained based on the wheel speed, namely, the wheel speed of the vehicle collected at the corresponding time point is calculated by setting the same time interval, the vehicle speed between two moments is calculated, namely, the corresponding acceleration can be calculated by the vehicle speed at the two moments, whether the current braking force does not reach the corresponding target value can be judged by the wheel acceleration, and if not, the failure of the braking auxiliary function of the electronic stability control system is indicated. In other embodiments, the electronic power-assisted braking system may further determine whether the traction function of the electronic stability control system is normal, including an uphill assist function and a steep descent function. If the traction function is abnormal, the corresponding function failure of the electronic stability control system can be judged, alarm information is sent to a driver in time, the problem of faults is solved as soon as possible, and potential safety hazards are eliminated.

In some embodiments, determining that the electronic stability control system and the electronic power brake system are disabled by at least one of the electronic stability control system, the electronic parking assist system, and the electronic power brake system comprises: detecting states of a first control driving module and a first circuit sensing module of the electronic stability control system; determining that the electronic stability control system is invalid based on the states of the first control driving module and the first circuit sensing module; wherein, first control drive module includes: the first single chip microcomputer and/or the first motor driving module; the first circuit sensing module comprises one or more of: the sensor comprises a first power supply, an electromagnetic valve module, a first motor and a first sensor.

In an embodiment of the present disclosure, the control driving module may include: the first singlechip and/or the first motor drive module. The single chip microcomputer is also called as a single chip microcontroller, and belongs to an integrated circuit chip. The single chip microcomputer is used for carrying out data calculation and processing on electronic signals in the electronic stability control system and sending instruction signals to a control target, and is small in size, high in integration level and light in weight. And the motor driving module is used for controlling the motor in the electronic stability control system and controlling the operation of the motor and the adjustment of motor parameters according to the transmitted electronic signals. The motor driving module is integrally modularized, compact and small in structure, safe and stable. A circuit sensing module comprising: power, solenoid valve module, motor, sensor. The power supply provides power support for the electronic stability control system, the power supply is independent, interference of other systems is avoided, and the electronic stability control system is more stable. The electromagnetic valve module is an execution unit of the electronic stability control system, and can realize rapid valve core movement by receiving a driving signal, so as to realize rapid and accurate pressure or flow change. The motor is an execution unit for carrying out an electronic stability control system, and corresponding actions are completed through the motor, so that rapid and accurate control is realized. And the sensor receives parameters in various electronic stability control systems and converts the parameters into electronic signals. The single chip microcomputer and/or the motor driving module can shorten the calculation reaction time of the electronic stability control system, enable the electromagnetic valve module and the motor to drive more timely, and reduce the braking reaction time. The power supply enables the electronic stability control system to continue working when the external power supply is lacked, and the stability of the electronic stability control system is ensured. And the sensor detects parameters of various electronic stability control systems and provides basic data signals for subsequent instructions.

In the embodiment of the disclosure, the first control driving module and the first circuit sensing module of the electronic stability control module can be detected one by one, for example, from an ECU of the electronic stability control system, the first power supply, the first single chip microcomputer, the first motor, the electromagnetic valve module, the first motor, and the first sensor are subjected to troubleshooting one by one, if any one of the components fails, the electronic stability control system fails, and a failure result is actively sent to the whole vehicle control system or the electronic power-assisted brake system, otherwise, the electronic stability control system functions normally. The step of active detection can be realized by an electronic stability control system, belongs to the step of conventional self-detection of vehicles, and can timely troubleshoot and feed back in daily use.

When the electronic parking auxiliary system is in normal operation, the electronic parking auxiliary system can receive and send signals with a whole vehicle control system or an electronic power-assisted brake system. In an actual process, a time threshold value can be set, the electronic power-assisted brake system can actively request a detection signal to the electronic parking assist system in a fixed time period, and if data of the electronic parking assist system cannot be received, the electronic parking assist system is invalid; or after receiving a signal of starting the parking brake, finding that the electronic parking assist system does not actively respond and does not report active failure, communicating with the electronic parking assist system through the electronic power brake system, and judging whether the electronic parking assist system has the line problem of active response or the failure problem of the electronic parking assist system. In some embodiments, whether the electronic parking assist system fails may be determined multiple times by the electronic power braking system, for example, if the electronic parking assist system fails in the previous determination and the electronic parking assist system recovers in the current determination, the corresponding electronic power braking system auxiliary braking step may be cancelled based on the current state. The electronic power-assisted braking system is used for judging whether the electronic parking auxiliary system fails or not, so that the failure result can be quickly judged, timely response is realized, parking braking is assisted, and the dangerous result caused by sliding and sliding of the vehicle is avoided.

In some embodiments, determining that the electronic power brake system and the electronic parking assist system are disabled by at least one of the electronic stability control system, the electronic parking assist system, and the electronic power brake system includes: detecting states of a second control module, a second motor module and a third motor module of the electronic parking assist system; determining that the electronic parking assist system is disabled based on the states of the second control module, the second motor module, and the third motor module; wherein the second control module comprises: the system comprises a system master control device, a power supply and a pre-driving device; the second electric machine module includes: a left motor, a left motor drive; the third electric machine module includes: right motor, right motor drive. When the self-checking is executed, the two conditions of single-side failure and double-side failure are divided, and it can be known from the above that when the single-side failure occurs, for example, the left motor fails, other devices can still be normally executed, the right motor can be started to brake after receiving a braking instruction, the single-side failure represents that the electronic parking assist system still has a certain braking capability, and the double-side failure represents that the electronic parking assist system completely loses the braking capability. As can be seen from the system modules of the electronic parking assist system, a single-side failure occurs only when the second motor module or the third motor module fails, and a failure of the first control module or a joint failure of the second and third motor modules may result in a double-side failure. The distinction of single-side failure and double-side failure is beneficial to further adjusting system strategies according to fault conditions, so that the braking decision is more intelligent.

Specifically, the process of the active self-test of the electronic parking assist system may be: firstly, the electronic parking auxiliary system receives a self-checking instruction, a built-in ECU of the electronic parking auxiliary system starts to execute detection, and if the ECU does not respond, the electronic parking auxiliary system is judged to be out of order from two sides; if the ECU receives and issues the command normally, the power supply detection is started, and at the moment, if the power supply cannot supply power normally, the electronic parking auxiliary system is judged to be failed from two sides; if the power supply can normally supply power, detecting the pre-drive device on the next step, and if the pre-drive device cannot normally operate, judging that the two sides of the electronic parking auxiliary system fail; if the pre-driving device can be started normally, whether the motors on the left side and the right side are normal is detected respectively; the method comprises the steps of firstly detecting a left motor drive axle, then detecting a left motor, judging that the left motor fails if the left motor drive axle or the left motor fails, meanwhile, detecting a right motor after the right motor drive axle, and judging that the right motor fails if the right motor drive axle or the right motor fails. If the left motor and the right motor are all failed, the failure of the two sides of the electronic parking assisting system is still judged, if the left motor and the right motor are all normally operated, the electronic parking assisting system is judged to be normally started without feeding back fault conditions, and if only one side of the left motor and the right motor is failed, the failure of the single side of the electronic parking assisting system is judged.

FIG. 2 illustrates one embodiment of the present disclosure for determining electronic stability control system and electronic parking assist system failure detection. Firstly, the electronic power-assisted brake system judges whether a signal of the electronic parking assist system can be received or not, if the signal can be received, the electronic parking assist system does not fail, and if the signal cannot be received, the electronic parking assist system is judged to fail. After the electronic parking assisting system is judged to be invalid, whether a signal of the electronic stability control system can be received or not is further judged, if the signal can be received, the electronic stability control system is not invalid, if the signal cannot be received, the electronic power-assisted brake system detects the slip rate of the wheel when the brake pedal switch is stepped on, the slip rate of the wheel can be obtained according to a wheel speed sensor, if the slip rate of the wheel does not meet the threshold requirement, the vehicle is locked, the electronic stability control system is indicated to be invalid, the function of brake locking is indicated to be invalid, and if the slip rate of the wheel meets the threshold requirement, the electronic stability control system is indicated to still be in normal operation. In practice, the order of determining the failure of the electronic stability control system and the electronic parking assist system may be interchanged, and the present disclosure does not limit the detection order.

Step S12, a braking demand is determined.

In the embodiment of the disclosure, since the electronic parking assist system and the electronic stability control system both fail due to faults, the electronic power-assisted brake system as the only vehicle brake module needs to respectively realize the functions of the failure systems, that is, the stability of the vehicle speed and the steering of the tire are ensured in the vehicle running process, and the brake control force is provided for parking. The functions of the electronic parking assist system and the electronic stability control system can be divided into a driving stage and a parking stage, and can be distinguished through the traveling state of the vehicle. The required braking force can be obtained according to the current vehicle state by dividing the braking demand, and the effect of stable safe driving speed and safe parking can be achieved by fully utilizing the braking effect of the electronic stable control system.

In some embodiments, step S12, determining a braking demand comprises: in response to the current vehicle speed being greater than a first threshold, determining the braking demand as service braking; in response to the current vehicle speed being less than a first threshold, the braking demand is determined to be a parking brake.

In the embodiment of the present disclosure, the vehicle speed may be determined by an electronic power-assisted braking system, or may be determined by other non-failure devices. For example, the wheel speed may be obtained from a wheel speed sensor of an electronic power brake system, and the current vehicle speed may be calculated from the wheel radius and the wheel speed. The first threshold may be 0 or a value slightly greater than 0, and there may be a situation that the vehicle slightly slides when the electronic parking assist system is damaged or the slope is large during parking, so setting a value slightly greater than 0 may better identify a scene requiring parking. In addition, in some embodiments, the current braking demand can be judged according to signals of a brake pedal and signals of a parking switch, and the current braking demand can be responded according to active operation of a driver. Because the electronic parking auxiliary system and the electronic stability control system are respectively applied to different stages, the electronic power-assisted brake system can more conveniently and quickly determine the current braking scene and braking force demand by using the vehicle speed, and corresponding braking force adjustment can be performed under the dangerous condition of double failure of the electronic stability control system and the electronic parking auxiliary system.

In some embodiments, as shown in fig. 3, step S12, determining a braking demand, comprises: step S121, responding to the braking demand as service braking, acquiring a failure state of the electronic stability control system, and acquiring a braking demand value according to the failure state; and step S122, responding to the parking brake as the braking demand, acquiring the failure state of the electronic parking auxiliary system, and obtaining the braking demand value according to the failure state.

In the embodiment of the present disclosure, the braking demand of the parking brake and the service brake needs to be determined according to the actual situation, and in the embodiment of the present disclosure, when the current demand is the parking brake, it needs to be determined whether the failure state of the electronic parking assist system is a single-side failure or a double-side failure, or a passive failure occurs. For example, the braking forces required by the single-side failure and the double-side failure are different, the single-side failure represents that the electronic parking assist system still has a certain braking capability, the double-side failure represents that the electronic parking assist system completely loses the braking capability, and the parking braking forces required in the two cases are different. When the current demand is service braking, it is also required to judge whether the failure state of the electronic power-assisted brake system is the failure of the anti-lock braking function or the failure of the auxiliary braking function, and the braking forces required by anti-lock braking and auxiliary braking are different. The states of the electronic parking auxiliary system and the electronic stability control system are distinguished, and a reasonable braking value required in the current scene is determined, so that the electronic power-assisted braking system can brake in time according to the required braking value.

And S13, responding to the braking demand to brake the vehicle, and providing braking compensation control through the electronic power-assisted braking system.

In the driving process, the corresponding function of the electronic stability control system is realized mainly through an electronic power-assisted brake system, and the main purpose is to provide brake compensation control to realize anti-lock or quickly achieve the effects of target brake value and safe deceleration.

In some embodiments, as shown in fig. 4, step S121, in response to the braking demand being service braking, obtains a failure state of the electronic stability control system, and obtains a braking demand value according to the failure state, including: step S1211, responding to the failure state that the anti-lock braking function fails, and acquiring a wheel speed through an electronic power-assisted brake system; in step S1212, a braking force demand value is determined from the wheel speed.

In the embodiment of the present disclosure, corresponding to the implementation of the anti-lock function by the electronic power braking system, the wheel speed may be obtained by the electronic power braking system, and then the reference vehicle speed and the wheel acceleration may be calculated according to the wheel speed, for example, the trip speed may be calculated according to the wheel speed and the wheel radius. Meanwhile, the same time interval is set, the wheel speed of the vehicle collected at the corresponding time point is calculated, the vehicle speed between two moments is calculated, and the corresponding acceleration can be calculated according to the vehicle speeds at the two moments. The method comprises the steps of obtaining a current slip ratio based on a vehicle speed and a wheel speed, judging a threshold range of the current slip ratio, determining whether a current lock-up state is under slip, normal slip or over slip, and calculating a required target braking force, namely a braking force required value, based on the target slip ratio. After the target braking force is obtained, the electronic brake auxiliary system can be used for applying corresponding braking force to the rear wheels, and the electronic power-assisted brake system cannot achieve the effect of applying different forces to each wheel, so that the target braking force can be equally distributed to all wheels according to the average value of the target braking force.

In some embodiments, as shown in fig. 5, step S121, obtaining a failure state of the electronic stability control system, and obtaining a braking demand value according to the failure state, includes: step S1214, responding to the failure of the brake auxiliary function, and determining the stepping speed and the stepping stroke of the brake pedal; in step S1215, if the speed is greater than or equal to the speed threshold value and the stroke is less than or equal to the stroke threshold value, the assist braking force demand is determined.

In the embodiment of the disclosure, corresponding to the implementation of the brake assisting function by using the electronic power-assisted brake system, the braking force required by the driver can be judged according to the stepping speed and the stepping stroke of the brake pedal, and the assisting braking force demand can be obtained according to the current braking force and the braking force difference required by the driver. And providing corresponding braking force through the electronic power-assisted braking system based on the auxiliary braking force demand. In some embodiments, when an emergency occurs, a driver can quickly step on the brake pedal, but the driver cannot completely step on the brake pedal due to insufficient strength, when the driver steps on the brake pedal urgently, the driver steps on the brake pedal for a short time, and only needs to step on the brake pedal for a certain distance, so that more vehicle braking force under the same brake pedal stroke can be obtained, and the safety of the vehicle under the emergency is ensured. Because the electronic power-assisted brake system is directly associated with the brake pedal, the braking force demand can be quickly obtained by determining the treading speed and the treading stroke of the brake pedal, and the quick braking is realized.

Step S14 is to provide parking braking force through the electronic power-assisted braking system for parking braking in response to a braking demand.

In the parking braking process, the corresponding function of the electronic parking auxiliary system is mainly realized through an electronic power-assisted braking system, and the electronic parking auxiliary system mainly aims at maintaining parking braking and avoiding potential safety hazards such as vehicle sliding and vehicle sliding.

In some embodiments, as shown in fig. 6, step S122, acquiring a failure state of the electronic parking assist system, and obtaining a brake demand value according to the failure state, includes: step S1221, obtaining the vehicle braking force and the vehicle braking related parameters of the current failure state; step S1222, according to the vehicle braking force and the vehicle braking related parameters in the failure state, obtaining a braking demand value; the vehicle braking related parameter comprises one or more of: vehicle weight, tire parameters, gradient, brake disc brake radius, brake disc friction coefficient and brake cylinder piston area.

In embodiments of the present disclosure, the acquired failure states may include single-sided failures and double-sided failures. For example, the braking forces required by the single-side failure and the double-side failure are different, the single-side failure represents that the electronic parking assist system still has a certain braking capability, the double-side failure represents that the electronic parking assist system completely loses the braking capability, and the parking braking forces required in the two cases are different. In some embodiments, the failure state may also include a passive failure. After the current failure state is obtained, the vehicle braking force in the current failure state may be obtained, and optionally, when the two sides fail, the corresponding vehicle braking force is 0. The corresponding target parking braking pressure is calculated according to different failure states, the electronic stability control system and the electronic power-assisted braking system can be controlled intelligently and conveniently according to the requirements of the parking braking pressure, the electric power of the control system is saved as far as possible on the premise of ensuring safety, the duration of longer auxiliary parking is maintained, and the reliability of the parking system is further improved.

In some embodiments, since the electronic power brake system may not include an acceleration sensor, a target braking force that satisfies most braking conditions may be determined, and the target braking force may be applied directly by the electronic power brake system regardless of the grade condition.

In some embodiments, the target braking force may be dynamically calculated from vehicle braking related parameters. There are cases where an acceleration sensor is included and an acceleration sensor is not included. When an independently valid acceleration sensor in the vehicle can be detected, the grade of the parking position of the vehicle is obtained.

Specifically, the target redundant brake pressure may be calculated by the following equation.

(1)

(2)

(3)

In the formula, p is target redundant brake pressure, slope is a gradient value, mv is vehicle weight, g is gravity acceleration, rw is tire radius, rd is brake disc brake radius, fd is brake disc friction coefficient, and swd is brake cylinder piston area.

The target redundant brake pressure calculation formulas (1) - (3) are different in that the parking pressure adjustment coefficients are different under different conditions, the formula (1) is used for the condition that the electronic parking assist system is passively failed, the formula (2) is used for the condition that the electronic parking assist system is bilaterally failed, the formula (3) is used for the condition that the electronic parking assist system is unilaterally failed, and the coefficient when the target redundant brake pressure is calculated is smaller than 1 because the electronic parking assist system still has partial brake force when the unilaterally fails. The parameters adopted in the formula are all parameters related to the parking braking force, and the parking force adjusting coefficient is a stable adjusting constant obtained according to a plurality of experimental results, so that the parking braking safety can be guaranteed.

And when the electronic power-assisted brake system cannot acquire the signal of the acceleration sensor, setting atan (slope) in the formula as a fixed constant, for example, 0.6, that is, the calculated p is greater than the braking force required by the road surface with the gradient lower than 30 degrees. According to the current road situation of China, the maximum gradient of a common road is 10%, the maximum gradient of an expressway is 5%, and the arrangement can meet most road conditions.

The steps can calculate the currently required brake pressure according to actual conditions, on one hand, the brake pressure can adapt to complex road conditions, and meanwhile, the gradient value and the vehicle body weight are calculated, so that the conditions that the vehicle slides and slips due to insufficient brake force are avoided, the situation that the vehicle is parked on the flat ground for a certain time can be realized, the situation that the vehicle is parked on a slope as long as possible or slowly released is realized, the safety risk is reduced, on the other hand, the brake force can be flexibly adjusted according to different failure conditions, and the auxiliary parking time is prolonged.

Fig. 7 illustrates a specific embodiment of the present disclosure when performing redundant braking, and the current scenario is first determined to be a double failure of the electronic parking assist system and the electronic stability control system, otherwise the process is ended. And responding to different failure modes of the electronic parking auxiliary system, calculating corresponding redundant brake pressure, and transmitting the redundant brake pressure to an instrument panel to give an alarm to a driver. After the electronic power-assisted brake system obtains the redundant brake pressure, the current brake is determined to be the parking brake requirement, the parking brake pressure is kept within 3 minutes of brake release, and the safety time is reserved for a driver. When the current demand is determined to be a service braking demand, responding to the failure of the anti-lock braking function of the electronic stability system, acquiring the wheel speed through the electronic power-assisted braking system, calculating the vehicle speed, the reference deceleration and the slip rate, determining the current target slip rate, calculating the braking force required by the electronic power-assisted braking system for achieving the target slip rate, and performing average power distribution on the front shaft and the rear shaft to achieve the target vehicle braking force.

In a second aspect, the present disclosure also provides a redundant control system comprising: the parking brake system comprises an electronic stability control system, an electronic parking auxiliary system, an electronic power-assisted brake system and a plurality of vehicle brakes corresponding to each wheel of the vehicle; the braking redundancy control is performed by the multi-brake system redundancy control method as in the first aspect. In the embodiment of the disclosure, the redundancy control can be realized only by the electronic stability control system, and compared with a redundancy control system for backing up a plurality of systems, the system development and integration difficulty is lower, and the cost is lower.

In some embodiments, an electronic power assisted braking system comprises: and the wheel speed sensor is used for acquiring the wheel speed. So as to realize the failure function of the electronic stability control system. The vehicle speed can be rapidly acquired by utilizing the wheel speed sensor, the vehicle acceleration can be calculated according to time, and the redundant braking function can be realized more conveniently and effectively.

The methods and apparatus related to embodiments of the present disclosure can be accomplished with standard programming techniques with rule-based logic or other logic to accomplish the various method steps. It should also be noted that the words "means" and "module," as used herein and in the claims, is intended to encompass implementations using one or more lines of software code, and/or hardware implementations, and/or equipment for receiving inputs.

Any of the steps, operations, or procedures described herein may be performed or implemented using one or more hardware or software modules, alone or in combination with other devices. In one embodiment, the software modules are implemented using a computer program product comprising a computer readable medium embodying computer program code, which is executable by a computer processor to perform any or all of the described steps, operations, or procedures.

It is understood that "a plurality" in this disclosure means two or more, and other words are analogous. "and/or" describes the association relationship of the associated object, indicating that there may be three relationships, for example, a and/or B, which may indicate: a exists alone, A and B exist simultaneously, and B exists alone. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. The singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It will be further understood that the terms "first," "second," and the like are used to describe various information and that such information should not be limited by these terms. These terms are only used to distinguish one type of information from another and do not denote a particular order or importance. Indeed, the terms "first," "second," and the like are fully interchangeable. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the present disclosure.

It will be further understood that the terms "central," "longitudinal," "lateral," "front," "rear," "upper," "lower," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like are used in an orientation or positional relationship indicated in the drawings for convenience in describing the present embodiment and to simplify the description, but do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation.

It is further understood that, unless otherwise specified, "connected" includes direct connections between the two without other elements, indirect connections between the two with other elements, and communication connections that have no physical connection but are capable of information or data transfer.

It is further to be understood that while operations are depicted in the drawings in a particular order, this is not to be understood as requiring that such operations be performed in the particular order shown or in serial order, or that all illustrated operations be performed, to achieve desirable results. In certain environments, multitasking and parallel processing may be advantageous.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A multi-brake system redundancy control method is applied to a redundancy control system, and the redundancy control system comprises: the parking brake system comprises an electronic stability control system, an electronic parking auxiliary system and an electronic power-assisted brake system;

the multi-brake system redundancy control method comprises the following steps:

determining that the electronic stability control system and the electronic parking assisting system fail through at least one system of the electronic stability control system, the electronic parking assisting system and the electronic power-assisted brake system, wherein the electronic stability control system fails and comprises a brake anti-lock function failure and a brake assisting function failure;

determining a braking demand;

providing brake compensation control by the electronic power-assisted brake system in response to the braking demand for service braking;

and responding to the braking demand to be parking braking, and providing parking braking force through the electronic power-assisted braking system.

2. The multi-brake system redundancy control method of claim 1, wherein the determining a braking demand comprises:

in response to the current vehicle speed being greater than a first threshold, determining the braking demand as service braking;

in response to the current vehicle speed being less than a first threshold, the braking demand is determined to be a parking brake.

3. The multi-brake system redundancy control method of claim 2, wherein the determining a braking demand comprises:

responding to the braking demand as service braking, acquiring a failure state of the electronic stability control system, and acquiring a braking demand value according to the failure state;

and responding to the braking demand as parking braking, acquiring a failure state of the electronic parking auxiliary system, and obtaining a braking demand value according to the failure state.

4. The multi-brake system redundancy control method according to claim 3, wherein the obtaining a failure state of the electronic stability control system, and obtaining a brake demand value according to the failure state, comprises:

responding to the failure state being failure of a brake anti-lock function;

acquiring wheel speed through an electronic power-assisted brake system;

the braking force demand is determined based on the wheel speed.

5. The multi-brake system redundancy control method according to claim 3, wherein the acquiring a failure state of the electronic stability control system, and deriving a braking demand value based on the failure state, comprises:

in response to failure of the brake assist function, determining a speed and a stroke of brake pedal depression;

if the speed is greater than or equal to a speed threshold and the travel is less than or equal to a travel threshold, an auxiliary braking force demand is determined.

6. The multi-brake system redundancy control method according to claim 3, wherein the acquiring of the failure state of the electronic parking assist system, and deriving the brake demand value based on the failure state, comprises:

obtaining the vehicle braking force and the vehicle braking related parameters of the current failure state;

obtaining the braking demand value according to the vehicle braking force in the failure state and the vehicle braking related parameters;

the vehicle braking related parameter comprises one or more of: vehicle weight, tire parameters, gradient, brake radius of a brake disc, friction coefficient of the brake disc and piston area of a brake cylinder.

7. The multi-brake system redundancy control method according to claim 1, wherein the determining that the electronic stability control system and the electronic parking assist system are failed through at least one of an electronic stability control system, an electronic parking assist system and an electronic power-assisted brake system comprises:

and if the electronic power-assisted braking system cannot receive the data of the electronic stability control system, determining that the electronic stability control system is invalid.

8. The multi-brake system redundancy control method according to claim 7, wherein the determining that the electronic stability control system and the electronic parking assist system are failed by at least one of an electronic stability control system, an electronic parking assist system, and an electronic power-assisted braking system further comprises:

determining, by the electronic power assisted braking system, a wheel slip rate in response to a brake pedal being depressed;

determining whether a wheel is locked based on the wheel slip rate;

and if the wheels are locked, determining that the anti-lock braking function is invalid.

9. The multi-brake system redundancy control method of claim 7, wherein the determining that the electronic stability control system and the electronic parking assist system are disabled by at least one of an electronic stability control system, an electronic parking assist system, and an electronic power assisted braking system further comprises:

collecting the wheel speed;

obtaining wheel acceleration based on the wheel speed;

and determining whether the brake auxiliary function of the electronic stability control system is failed according to the acceleration of the wheel.

10. The multi-brake system redundancy control method according to any one of claims 7 to 9, wherein the determining that the electronic stability control system and the electronic power-assisted brake system are failed by at least one of an electronic stability control system, an electronic parking assist system and an electronic power-assisted brake system comprises:

detecting states of a first control driving module and a first circuit sensing module of the electronic stability control system;

determining that the electronic stability control system is invalid based on the states of the first control driving module and the first circuit sensing module;

wherein the first control driving module includes: the first single chip microcomputer and/or the first motor driving module;

the first circuit sensing module comprises one or more of: the sensor comprises a first power supply, an electromagnetic valve module, a first motor and a first sensor.

11. The multi-brake system redundancy control method according to claim 1, wherein the determining that the electronic assisted brake system and the electronic parking assist system are failed through at least one of an electronic stability control system, an electronic parking assist system and an electronic assisted brake system comprises:

and if the electronic stability control system cannot receive the data of the electronic parking assist system, determining that the electronic parking assist system is invalid.

12. The multi-brake system redundancy control method according to claim 8, wherein the determining that the electronic assisted brake system and the electronic parking assist system are failed through at least one of an electronic stability control system, an electronic parking assist system and an electronic assisted brake system comprises:

detecting states of a second control module, a second motor module and a third motor module of the electronic parking assist system;

determining that the electronic parking assist system is disabled based on the states of the second control module, the second motor module, and the third motor module;

wherein the second control module comprises: the system comprises a system master control device, a power supply and a pre-driving device;

the second electric machine module includes: a left motor, a left motor drive;

the third electric machine module includes: right motor, right motor drive.

13. A redundant control system, comprising: the parking brake system comprises an electronic stability control system, an electronic parking auxiliary system, an electronic power-assisted brake system and a plurality of vehicle brakes corresponding to each wheel of the vehicle;

brake redundancy control is performed by a multi-brake system redundancy control method according to any of claims 1 to 12.

14. The redundant control system of claim 13 wherein said electronic power assisted braking system comprises: and the wheel speed sensor is used for acquiring the wheel speed.