CN117508186A - Actuator response method and vehicle - Google Patents

Actuator response method and vehicle Download PDF

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Publication number
CN117508186A
CN117508186A CN202311796617.4A CN202311796617A CN117508186A CN 117508186 A CN117508186 A CN 117508186A CN 202311796617 A CN202311796617 A CN 202311796617A CN 117508186 A CN117508186 A CN 117508186A
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CN
China
Prior art keywords
actuator
wheel
braking
failure
braking force
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202311796617.4A
Other languages
Chinese (zh)
Inventor
卫玮
舒强
刘家欣
李昌建
马瀚森
陈殿镛
魏书芳
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shanghai Tongyu Automotive Technology Co ltd
Original Assignee
Shanghai Tongyu Automotive Technology Co ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Shanghai Tongyu Automotive Technology Co ltd filed Critical Shanghai Tongyu Automotive Technology Co ltd
Priority to CN202311796617.4A priority Critical patent/CN117508186A/en
Publication of CN117508186A publication Critical patent/CN117508186A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/20—Safety devices operable by passengers other than the driver, e.g. for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • 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
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention relates to an actuator response method and a vehicle, and relates to the technical field of vehicle braking. The actuator response method comprises the steps of obtaining monitoring information of a vehicle; judging whether an actuator of the vehicle fails according to the monitoring information, wherein the failure comprises complete failure and partial failure; the actuator is arranged at the wheel end and comprises at least four wheel edge actuators; if the actuator is completely invalid, prompting a first failure level through a human-computer interaction interface, and stopping the wheel side braking and performing braking by utilizing energy recovery; if the actuator part fails, the man-machine interaction interface prompts a second failure level, the braking force of the calipers is reduced, the energy recovery force is improved, and the safety and reliability of the whole vehicle braking process are improved by setting a safe and redundant scheme and designing a failure operation strategy.

Description

Actuator response method and vehicle
Technical Field
The invention relates to the technical field of vehicle braking, in particular to an actuator response method and a vehicle.
Background
In recent years, new energy automobiles are increasingly widely applied, and the braking performance is one of important performance indexes of the automobiles and directly relates to traffic safety. The electronic mechanical brake system (Electronic Mechanical Brake, EMB) is one of the hot spots in the current drive-by-wire chassis field research, and the electronic controller and the mechanical actuator are used for directly applying braking force to the wheel end, so that the system elements are remarkably reduced, and meanwhile, the brake system has higher response speed and higher wheel end execution flexibility, and is a high-integration solution of the brake system. The electronic mechanical brake system is one of the hot spots in the research of the current intelligent vehicle field, the traditional hydraulic pipeline is completely replaced by electronic control, the complete decoupling of the brake system is realized, the structure is simplified, the reaction rate and the execution efficiency are improved, and the development of the chassis domain control and the intelligent driving technology is facilitated. However, as the original hydraulic backup redundancy is canceled, and the requirements on the safety of the software and hardware functions of the vehicle are higher and higher, the safety and the reliability of an EMB system are also put forward higher requirements; developing a solution with safety redundancy, determining an EMB system control architecture that meets safety objectives and designing a failure operation strategy based on the system architecture is urgent.
Accordingly, it is desirable to provide an actuator response method and a vehicle, the actuator response method including acquiring monitoring information of the vehicle; judging whether an actuator of the vehicle fails according to the monitoring information, wherein the failure comprises complete failure and partial failure; the actuator is arranged at the wheel end and comprises at least four wheel edge actuators; if the actuator is completely invalid, prompting a first failure level through a human-computer interaction interface, and stopping the wheel side braking and performing braking by utilizing energy recovery; if the actuator part fails, the man-machine interaction interface prompts a second failure level, the braking force of the calipers is reduced, the energy recovery force is improved, and the safety and reliability of the whole vehicle braking process are improved by setting a safe and redundant scheme and designing a failure operation strategy.
Disclosure of Invention
According to a first aspect of some embodiments of the present invention, there is provided an actuator response method, which may include acquiring monitoring information of a vehicle; judging whether an actuator of the vehicle fails according to the monitoring information, wherein the failure comprises complete failure and partial failure; the actuator is arranged at the wheel end and comprises at least four wheel edge actuators; if the actuator is completely invalid, prompting a first failure level through a human-computer interaction interface, and stopping the wheel side braking and performing braking by utilizing energy recovery; and if the actuator part fails, the man-machine interaction interface prompts a second failure level, so that the braking force of the caliper is reduced and the energy recovery force is improved.
In some embodiments, when the vehicle single-side brake fails completely, the method specifically comprises: and cutting off the power supply of the wheel edge actuator at the other side of the vehicle, and not executing the braking function at the other side.
In some embodiments, the front axle of the vehicle includes a first wheel-side actuator and a second wheel-side actuator that are concentric wheel-side actuators that are off-side from each other; the rear axle of the vehicle comprises a third wheel side actuator and a fourth wheel side actuator, and the third wheel side actuator and the fourth wheel side actuator are coaxial wheel side actuators on different sides; the first wheel side actuator and the third wheel side actuator are mutually different-axis same-side wheel side actuators, and the second wheel side actuator and the fourth wheel side actuator are mutually different-axis same-side wheel side actuators; and executing braking force distribution after the braking failure of part of the wheel side actuators, wherein the braking force distribution specifically comprises the following steps: determining a failure wheel side actuator for braking failure; acquiring a first braking force to be distributed of the failure wheel side actuator; and distributing the first braking force to other wheel side actuators according to a preset distribution principle.
In some embodiments, the preset allocation principle includes a diagonal principle, and when one wheel edge actuator fails, the first braking force is allocated to a concentric wheel edge actuator on the opposite side of the failed wheel edge actuator and a concentric wheel edge actuator on the opposite side of the failed wheel edge actuator; and acquiring a first braking force distribution ratio beta, and distributing the first braking force to the concentric wheel side actuator and the same side wheel side actuator corresponding to the failure wheel side actuator according to the first braking force distribution ratio beta.
In some embodiments, the braking force distribution further comprises obtaining a second braking force of a diagonal rim actuator of the failed rim actuator; acquiring a second braking force distribution ratio alpha, and distributing the second braking force to the same-side wheel edge actuator and the diagonal wheel edge actuator corresponding to the failure wheel edge actuator according to the second braking force distribution ratio alpha; the diagonal wheel edge actuator and the failure wheel edge actuator are wheel edge actuators with different shafts and different sides, and the second braking force distribution ratio alpha is set according to braking force limit values of the different wheel edge actuators.
In some embodiments, the acquiring the monitoring information of the vehicle further comprises: monitoring the clamping force of the caliper; monitoring the system state of the wheel, including voltage, current, electronic control unit temperature, clamping force sensor temperature; the driving chip and the power chip of the monitoring motor comprise chip fault register information; and the chip fault register performs failure judgment by whether the motor output is influenced or not.
In some embodiments, said monitoring the clamping force of the caliper comprises: acquiring the actual clamping force of the caliper through the clamping force sensor; calculating a first clamping force of the caliper by other sensors; judging whether the difference value between the actual clamping force and the first clamping force is smaller than a first threshold value or not; if the value is smaller than the first threshold value, the wheel edge executor is effective; if the difference value is larger than or equal to the first threshold value, judging whether the difference value is smaller than a second threshold value, wherein the second threshold value is larger than the first threshold value; if the threshold value is smaller than the second threshold value, the wheel edge actuator is partially disabled; and if the threshold value is greater than or equal to the second threshold value, the wheel edge actuator is completely disabled.
In some embodiments, the total actuator failure specifically includes: when a braking request exists, the actuator does not execute the braking request; or when there is no braking request, the actuator performs braking; or the single-sided wheel side actuator of the vehicle cannot perform the brake request.
In some embodiments, the actuator partial failure specifically includes: when a braking request exists, the actuator delays executing the braking request; or when braking is performed, the clamping force at the time of braking of the caliper does not satisfy a target braking force; or when there are at least two braking requests, the actuator is unresponsive for the first time and is responsive for the second time.
According to the vehicle provided by the invention, the actuator response method is implemented.
Drawings
For a better understanding and to set forth embodiments of the invention, reference will now be made to the description of embodiments taken in conjunction with the accompanying drawings in which like reference numerals identify corresponding parts throughout.
FIG. 1 is an exemplary flow chart of an actuator response method provided in accordance with some embodiments of the invention.
Fig. 2 is an exemplary schematic diagram of an embodiment of a braking system provided in accordance with some embodiments of the present invention.
Detailed Description
The following description, with reference to the accompanying drawings, is provided to facilitate a comprehensive understanding of various embodiments of the invention defined by the claims and their equivalents. These embodiments include various specific details for ease of understanding, but these are to be considered exemplary only. Accordingly, those skilled in the art will appreciate that various changes and modifications may be made to the various embodiments described herein without departing from the scope and spirit of the invention. In addition, descriptions of well-known functions and constructions will be omitted herein for brevity and clarity of description.
The terms and phrases used in the following specification and claims are not limited to a literal sense, but rather are only used for the purpose of clearly and consistently understanding the present invention. Thus, it will be appreciated by those skilled in the art that the descriptions of the various embodiments of the present invention are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It is noted that the terminology used in the embodiments of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used in this application and the appended claims, the singular forms "a," "an," "the," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used in this disclosure refers to and encompasses any or all possible combinations of one or more of the associated listed items. The expressions "first", "second", "said first" and "said second" are used for modifying the respective elements irrespective of order or importance, and are used merely for distinguishing one element from another element without limiting the respective elements.
The embodiment of the invention provides an actuator response method and a vehicle. In order to facilitate understanding of the embodiments of the present invention, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
FIG. 1 is an exemplary flow chart of an actuator response method provided in accordance with some embodiments of the invention. As shown in fig. 1, the flow 100 of the actuator response method may include:
s101, acquiring monitoring information of the vehicle. In some embodiments, the upper control system may obtain monitoring information of the vehicle via sensors of the vehicle. The acquiring of the monitoring information of the vehicle further comprises monitoring the clamping force of the caliper; monitoring the system state of the wheel, including voltage, current, electronic control unit temperature, clamping force sensor temperature; the driving chip and the power chip of the monitoring motor comprise chip fault register information; and the chip fault register performs failure judgment and the like by affecting the output of the motor. For example, when a fault occurs in the driving chip of the motor, the driving chip may trigger the protection mechanism and perform a phase failure operation, where the fault affects the output of the motor, and determines that the actuator is completely disabled. The actuators are arranged at the wheel end and can comprise at least four wheel edge actuators.
According to some embodiments of the present application, the monitoring the clamping force of the caliper specifically comprises: acquiring the actual clamping force of the caliper through the clamping force sensor; calculating a first clamping force of the caliper by other sensors; judging whether the difference value between the actual clamping force and the first clamping force is smaller than a first threshold value or not; if the value is smaller than the first threshold value, the wheel edge executor is effective; if the difference value is larger than or equal to the first threshold value, judging whether the difference value is smaller than a second threshold value, wherein the second threshold value is larger than the first threshold value; if the threshold value is smaller than the second threshold value, the wheel edge actuator is partially disabled; and if the threshold value is greater than or equal to the second threshold value, the wheel edge actuator is completely disabled. As an example, when the difference between the calculated first clamping force and the obtained actual clamping force is smaller than a first threshold value 5000N, the actuator is judged to be valid and is in a normal state. For another example, when the difference between the calculated first clamping force and the obtained actual clamping force is greater than or equal to a first threshold value 5000N and is smaller than a second threshold value 10000N, that is, the difference is between 5000N and 10000N, the actuator portion is judged to be invalid. And when the difference value between the calculated first clamping force and the obtained actual clamping force is larger than or equal to a second threshold value 10000N, judging that the actuator is completely invalid.
S102, judging whether an actuator of the vehicle fails according to the monitoring information, wherein the failure comprises complete failure and partial failure; the actuator is arranged at the wheel end and comprises at least four wheel edge actuators. In some embodiments, the total actuator failure may include: when a braking request exists, the actuator does not execute the braking request; or when there is no braking request, the actuator performs braking; or that the vehicle's one-sided wheel side actuator cannot perform a braking request (the failure type corresponds to vehicle yaw), etc. The actuator partial failure may include: when a braking request exists, the actuator delays executing the braking request; or when braking is performed, the clamping force at the time of braking of the caliper does not satisfy a target braking force; or when there are at least two braking requests, the actuator is unresponsive for the first time, responsive for the second time, etc.
And S103, if the actuator is completely invalid, prompting a first failure level through a human-computer interaction interface, and not executing wheel side braking and utilizing energy recovery to brake. In some embodiments, when the vehicle single-side brake fails completely, the method specifically comprises: and cutting off the power supply of the wheel edge actuator at the other side of the vehicle, and not executing the braking function at the other side so as to avoid the yaw of the vehicle.
And S104, if the actuator part fails, the man-machine interaction interface prompts a second failure level, thereby reducing the braking force of the caliper and improving the energy recovery force. In some embodiments, the front axle of the vehicle includes a first wheel side actuator and a second wheel side actuator, and the rear axle of the vehicle includes a third wheel side actuator and a fourth wheel side actuator, and braking force distribution is performed when a portion of the wheel side actuators fail in braking. For example, the front axle of the vehicle includes a left front wheel side actuator (first wheel side actuator) and a right front wheel side actuator (second wheel side actuator), and the rear axle of the vehicle includes a left rear wheel side actuator (third wheel side actuator) and a right rear wheel side actuator (fourth wheel side actuator).
As an example, the braking force distribution is performed after the braking failure of part of the wheel side actuators, and specifically includes: determining a failure wheel side actuator for braking failure; acquiring a first braking force to be distributed of the failure wheel side actuator; and distributing the first braking force to other wheel side actuators according to a preset distribution principle. The preset allocation principle comprises a diagonal principle, and when one wheel edge actuator fails, the first braking force is allocated to the concentric wheel edge actuator on the opposite side of the failed wheel edge actuator and the concentric wheel edge actuator on the opposite side of the failed wheel edge actuator; and acquiring a first braking force distribution ratio beta, and distributing the first braking force to the concentric wheel side actuator and the same side wheel side actuator corresponding to the failure wheel side actuator according to the first braking force distribution ratio beta. The first wheel edge actuator and the second wheel edge actuator are coaxial wheel edge actuators on different sides; the third wheel side actuator and the fourth wheel side actuator are coaxial wheel side actuators on different sides; the first wheel side actuator and the third wheel side actuator are mutually different-axis same-side wheel side actuators, and the second wheel side actuator and the fourth wheel side actuator are mutually different-axis same-side wheel side actuators.
For example, when the left front wheel side actuator fails, the first braking force is distributed to the right front wheel side actuator and the left rear wheel side actuator. For another example, the brake force distribution further includes obtaining a first brake force distribution ratio β according to which the first brake force is distributed to the right front wheel side actuator and the left rear wheel side actuator when the left front wheel side actuator fails.
In some embodiments, the braking force distribution further comprises obtaining a second braking force of a diagonal rim actuator of the failed rim actuator; acquiring a second braking force distribution ratio alpha, and distributing the second braking force to the same-side wheel edge actuator and the diagonal wheel edge actuator corresponding to the failure wheel edge actuator according to the second braking force distribution ratio alpha; the diagonal wheel edge actuator and the failure wheel edge actuator are wheel edge actuators with different shafts and different sides, and the second braking force distribution ratio alpha is set according to braking force limit values of the different wheel edge actuators.
For example, when the left front wheel side actuator fails, a second braking force of the right rear wheel side actuator is acquired, a second braking force distribution ratio α is acquired, and when the left front wheel side actuator fails, the second braking force is distributed to the left rear wheel side actuator and the right rear wheel side actuator according to the braking force distribution ratio α.
Fig. 2 is an exemplary schematic diagram of an embodiment of a braking system provided in accordance with some embodiments of the present invention. As shown in fig. 2, the braking system may include an upper control system, an execution control system, a human-machine interaction interface, and the like. The execution control system may include an execution control system 1, an execution control system 2, an execution control system 3, and an execution control system 4. The execution control systems can be respectively and correspondingly arranged at the wheel ends of the vehicle and are in communication connection with the upper control system. As an example, the front axle of the vehicle includes a left front wheel and a right front wheel, and the rear axle includes a left rear wheel and a right rear wheel; each wheel end can integrate one set of execution control system, the braking system correspondingly integrates four sets of execution control systems, and the four sets of execution control systems have the same system architecture. In some embodiments, the upper control system may be communicatively coupled to and obtain information about a human-machine interface, a brake pedal, an after-market diagnostic device, and the like. The braking force distribution module of the upper control system may distribute braking force to the corresponding execution control system.
According to some embodiments of the present application, the process 100 of the actuator response method may further include: braking force distribution is performed. The braking force distribution may include a failed wheel side actuator that determines a braking failure; acquiring a first braking force to be distributed of the failure wheel side actuator; and distributing the first braking force to other wheel side actuators according to a preset distribution principle. In some embodiments, the execution control system 1 and the execution control system 2 are front axle execution control systems, and the execution control system 3 and the execution control system 4 are rear axle execution control systems; when the preset allocation principle is a diagonal principle and the left front wheel side actuator corresponding to the execution control system 1 fails, the first braking force to be allocated to the left front wheel side actuator is allocated to the right front wheel side actuator corresponding to the execution control system 2 and the left rear wheel side actuator corresponding to the execution control system 3. In some embodiments, the braking force distribution further includes obtaining a braking force distribution ratio β, according to which the first braking force is distributed to the right front wheel side actuator and the left rear wheel side actuator when the left front wheel side actuator fails.
As an example, referring to fig. 2, the front axle execution control system includes an execution control system 1, an execution control system 2, and the rear axle execution control system includes an execution control system 3, an execution control system 4. As an example, when braking forces are distributed according to the diagonal principle, if the left front wheel side actuator corresponding to the execution control system 1 fails, the first braking force to be distributed is distributed to the wheel side actuators corresponding to the execution control system 2 and the execution control system 3 respectively; if the right front wheel side actuator corresponding to the execution control system 2 fails, distributing the second braking force to be distributed to the wheel side actuators respectively corresponding to the execution control system 1 and the execution control system 4; if the left rear wheel edge executor corresponding to the execution control system 3 fails, distributing the third braking force to be distributed to the wheel edge executors respectively corresponding to the execution control system 1 and the execution control system 4; and if the right rear wheel side actuator corresponding to the execution control system 4 fails, distributing the fourth braking force to be distributed to the wheel side actuators respectively corresponding to the execution control system 2 and the execution control system 3. For another example, the preset allocation rule may include allocation to a non-failed wheel-side actuator corresponding to another execution control system, for example, if the left front wheel-side actuator corresponding to the execution control system 1 fails, the first braking force to be allocated is allocated to the right front wheel-side actuator, the left rear wheel-side actuator, the right rear wheel-side actuator, etc. corresponding to the execution control system 2, the execution control system 3, and the execution control system 4, respectively.
In some embodiments, the braking force distribution further includes obtaining a braking force distribution ratio β, and, as an example, when the left front wheel side actuator corresponding to the execution control system 1 fails, distributing the first braking force F1 to the right front wheel side actuator (the off-axis on-axis wheel side actuator) and the left rear wheel side actuator (the off-axis on-axis wheel side actuator) according to the braking force distribution ratio β; the right front wheel side actuator corresponding to the execution control system 2 distributes increased braking force delta F2=beta×F1, the left rear wheel side actuator corresponding to the execution control system 3 distributes increased braking force delta F3= (1-beta) ×F1, beta is a calibrated braking force distribution ratio, and beta is a closed interval of [0,1 ]. For example, when β is 0.5, the first braking force to be distributed is 100N, and the right front wheel side actuator and the left rear wheel side actuator increase the braking force by 50N, respectively.
In some embodiments, when the left front wheel side actuator fails, a second braking force of a diagonal wheel side actuator (right rear wheel side actuator) of the left front wheel side actuator is obtained; acquiring a second braking force distribution ratio alpha, and distributing the second braking force to the same-side wheel side actuator (left rear wheel side actuator) and the diagonal wheel side actuator (right rear wheel side actuator) corresponding to the left front wheel side actuator according to the second braking force distribution ratio alpha; the left front wheel side actuator and the right rear wheel side actuator are wheel side actuators with different shafts and different sides, and the second braking force distribution ratio alpha is set according to braking force limit values of the different wheel side actuators. As an example, the second braking force F4 of the right rear wheel side actuator, the reserved braking force f4' = (1- α) ×f4 of the right rear wheel side actuator; the left rear wheel side actuator distributes an increased braking force Δf4=α×f4, the initial braking force of the left rear wheel side actuator is F3, the braking force limit value of the left rear wheel side actuator is max (F3), after the braking force distribution is performed, the braking force F3 '=f3+ +Δf3+ +Δf4 of the left rear wheel side actuator, and the second braking force distribution ratio α is set such that F3' of the left rear wheel side actuator is smaller than the braking force limit value max (F3) of the wheel side actuator.
According to some embodiments of the present application, a vehicle of the present application may include applying a brake system of the present application and performing the actuator response method described above. The braking system can comprise an upper control system, and an instruction is sent to an execution control system according to the braking intention; the execution control system controls the execution mechanism according to the instruction of the upper control system; and the actuating mechanism is used for executing the braking intention according to the control of the execution control system. The actuator response method comprises the steps of obtaining monitoring information of a vehicle; judging whether an actuator of the vehicle fails according to the monitoring information, wherein the failure comprises complete failure and partial failure; the actuator is arranged at the wheel end and comprises at least four wheel edge actuators; if the actuator is completely invalid, prompting a first failure level through a human-computer interaction interface, and stopping the wheel side braking and performing braking by utilizing energy recovery; if the actuator part fails, the man-machine interaction interface prompts a second failure level, the braking force of the caliper is reduced, and the energy recovery force is improved.
It should be noted that the above description of the brake system and the actuator response method is for convenience of description only, and does not limit the present invention to the scope of the illustrated embodiments. It will be understood by those skilled in the art that various modifications and changes in form and detail of the functions of implementing the above-described apparatus and operations may be made to the individual structures in any combination or constituent sub-structures with other structures without departing from the principles of the present apparatus based on the principles. For example, the actuator response method may further include braking force distribution or the like. Such variations are within the scope of the invention.
In summary, the method for responding to the actuator and the vehicle provided by the invention comprise the steps of obtaining monitoring information of the vehicle; judging whether an actuator of the vehicle fails according to the monitoring information, wherein the failure comprises complete failure and partial failure; the actuator is arranged at the wheel end and comprises at least four wheel edge actuators; if the actuator is completely invalid, prompting a first failure level through a human-computer interaction interface, and stopping the wheel side braking and performing braking by utilizing energy recovery; if the actuator part fails, the man-machine interaction interface prompts a second failure level, the braking force of the calipers is reduced, the energy recovery force is improved, and the safety and reliability of the whole vehicle braking process are improved by setting a safe and redundant scheme and designing a failure operation strategy.
It should be noted that the above-described embodiments are merely examples, and the present invention is not limited to such examples, but various changes may be made.
It should be noted that in this specification the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The above disclosure is illustrative of only some of the preferred embodiments of the present invention and should not be taken as limiting the scope of the invention, as those skilled in the art will recognize that all or part of the structures described above may be implemented and equivalents thereof may be substituted for elements thereof which are shown in the claims below and still fall within the true scope of the present invention.

Claims (10)

1. An actuator response method, characterized by:
acquiring monitoring information of a vehicle;
judging whether an actuator of the vehicle fails according to the monitoring information, wherein the failure comprises complete failure and partial failure; the actuator is arranged at the wheel end and comprises at least four wheel edge actuators;
if the actuator is completely invalid, prompting a first failure level through a human-computer interaction interface, and stopping the wheel side braking and performing braking by utilizing energy recovery;
and if the actuator part fails, the man-machine interaction interface prompts a second failure level, so that the braking force of the caliper is reduced and the energy recovery force is improved.
2. The method according to claim 1, wherein when the vehicle single-side brake is completely disabled comprises: and cutting off the power supply of the wheel edge actuator at the other side of the vehicle, and not executing the braking function at the other side.
3. The method of claim 1, wherein the front axle of the vehicle includes a first wheel-side actuator and a second wheel-side actuator, the first wheel-side actuator and the second wheel-side actuator being concentric wheel-side actuators that are off-side from each other; the rear axle of the vehicle comprises a third wheel side actuator and a fourth wheel side actuator, and the third wheel side actuator and the fourth wheel side actuator are coaxial wheel side actuators on different sides; the first wheel side actuator and the third wheel side actuator are mutually different-axis same-side wheel side actuators, and the second wheel side actuator and the fourth wheel side actuator are mutually different-axis same-side wheel side actuators; and executing braking force distribution after the braking failure of part of the wheel side actuators, wherein the braking force distribution specifically comprises the following steps:
determining a failure wheel side actuator for braking failure;
acquiring a first braking force to be distributed of the failure wheel side actuator;
and distributing the first braking force to other wheel side actuators according to a preset distribution principle.
4. A method according to claim 3, wherein the predetermined allocation criteria comprises a diagonal criteria, and when one of the wheel edge actuators fails, the first braking force is allocated to the on-axis wheel edge actuator on the opposite side of the failed wheel edge actuator and the on-axis wheel edge actuator on the opposite side of the failed wheel edge actuator; and acquiring a first braking force distribution ratio beta, and distributing the first braking force to the concentric wheel side actuator and the same side wheel side actuator corresponding to the failure wheel side actuator according to the first braking force distribution ratio beta.
5. The method of claim 4, wherein the braking force distribution further comprises obtaining a second braking force of a diagonal rim actuator of the failed rim actuator; acquiring a second braking force distribution ratio alpha, and distributing the second braking force to the same-side wheel edge actuator and the diagonal wheel edge actuator corresponding to the failure wheel edge actuator according to the second braking force distribution ratio alpha; the diagonal wheel edge actuator and the failure wheel edge actuator are wheel edge actuators with different shafts and different sides, and the second braking force distribution ratio alpha is set according to braking force limit values of the different wheel edge actuators.
6. The method of claim 1, wherein the obtaining the monitoring information of the vehicle further comprises:
monitoring the clamping force of the caliper;
monitoring the system state of the wheel, including voltage, current, electronic control unit temperature, clamping force sensor temperature;
the driving chip and the power chip of the monitoring motor comprise chip fault register information; and the chip fault register performs failure judgment by whether the motor output is influenced or not.
7. Method according to claim 6, characterized in that said monitoring the clamping force of the caliper comprises in particular:
acquiring the actual clamping force of the caliper through the clamping force sensor;
calculating a first clamping force of the caliper by other sensors;
judging whether the difference value between the actual clamping force and the first clamping force is smaller than a first threshold value or not;
if the value is smaller than the first threshold value, the wheel edge executor is effective;
if the difference value is larger than or equal to the first threshold value, judging whether the difference value is smaller than a second threshold value, wherein the second threshold value is larger than the first threshold value;
if the threshold value is smaller than the second threshold value, the wheel edge actuator is partially disabled;
and if the threshold value is greater than or equal to the second threshold value, the wheel edge actuator is completely disabled.
8. The method of claim 1, wherein the complete failure of the actuator specifically comprises: when a braking request exists, the actuator does not execute the braking request; or when there is no braking request, the actuator performs braking; or the single-sided wheel side actuator of the vehicle cannot perform the brake request.
9. The method of claim 1, wherein the actuator partial failure specifically comprises: when a braking request exists, the actuator delays executing the braking request; or when braking is performed, the clamping force at the time of braking of the caliper does not satisfy a target braking force; or when there are at least two braking requests, the actuator is unresponsive for the first time and is responsive for the second time.
10. A vehicle characterized by performing the actuator response method of any one of claims 1 to 9.
CN202311796617.4A 2023-12-25 2023-12-25 Actuator response method and vehicle Pending CN117508186A (en)

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CN103802807A (en) * 2012-11-05 2014-05-21 现代摩比斯株式会社 Device and method for controlling electro-mechanical brake system
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