阅读说明：本技术 一种制动系统故障的安全控制方法、装置及电动汽车 (Safety control method and device for brake system fault and electric automobile ) 是由 李玮 梁海强 于 2019-10-30 设计创作，主要内容包括：本发明提供一种制动系统故障的安全控制方法、装置及电动汽车,涉及汽车安全技术领域,所述方法包括：在接收到制动系统故障信号时,获取电动汽车的需求制动力,并判断驱动系统是否故障；若所述驱动系统无故障,则根据所述驱动系统的能量回收最大制动力、所述驱动系统的安全状态下的最大制动力和所述需求制动力调整所述电动汽车的输出制动力；若所述驱动系统故障,则根据所述安全状态下的最大制动力和所述需求制动力调整所述电动汽车的输出制动力。本发明的方案实现了在机械制动失效故障后通过控制驱动系统对所述电动汽车进行制动,提高了驾乘的安全性。(The invention provides a safety control method and device for brake system faults and an electric automobile, and relates to the technical field of automobile safety, wherein the method comprises the following steps: when a brake system fault signal is received, acquiring the required braking force of the electric automobile, and judging whether a driving system is in fault; if the driving system has no fault, adjusting the output braking force of the electric automobile according to the maximum energy recovery braking force of the driving system, the maximum braking force in the safe state of the driving system and the required braking force; and if the driving system has a fault, adjusting the output braking force of the electric automobile according to the maximum braking force and the required braking force in the safe state. According to the scheme, the electric automobile is braked by controlling the driving system after the mechanical brake failure fault, and the driving safety is improved.)

1. A safety control method for brake system faults is applied to an electric automobile and is characterized by comprising the following steps:

when a brake system fault signal is received, acquiring the required braking force of the electric automobile, and judging whether a driving system is in fault;

if the driving system has no fault, adjusting the output braking force of the electric automobile according to the maximum energy recovery braking force of the driving system, the maximum braking force in the safe state of the driving system and the required braking force;

and if the driving system has a fault, adjusting the output braking force of the electric automobile according to the maximum braking force and the required braking force in the safe state.

2. The method for safely controlling a brake system malfunction according to claim 1, characterized in that after the step of adjusting the output braking force of the electric vehicle, the method further comprises:

and determining the output torque of the driving motor according to the adjusted output braking force, the preset mechanical system transmission efficiency, the preset transmission coefficient speed ratio and the wheel radius, and controlling the driving motor to output the output torque.

3. The method of safely controlling a brake system malfunction according to claim 1, wherein the step of adjusting the output braking force of the electric vehicle according to the energy recovery maximum braking force of the drive system, the maximum braking force in the safe state of the drive system, and the required braking force includes:

acquiring the maximum energy recovery braking force of the driving system and the maximum braking force in the safe state;

if the maximum energy recovery braking force is larger than the required braking force, adjusting the value of the output braking force to the value of the required braking force;

if the maximum energy recovery braking force is less than or equal to the required braking force, adjusting the value of the output braking force to be the larger one of the maximum energy recovery braking force and the maximum braking force in the safe state when the braking force in the safe state is less than or equal to the required braking force; and when the braking force in the safe state is greater than the required braking force, adjusting the output braking force by adopting a proportional-integral algorithm.

4. The method of safely controlling a brake system malfunction according to claim 1, characterized in that the step of adjusting the output braking force according to the maximum braking force in the safe state and the required braking force includes:

acquiring the maximum braking force in the safe state;

when the maximum braking force in the safe state is larger than the required braking force, the output braking force is adjusted by adopting a proportional-integral algorithm;

and when the maximum braking force in the safe state is smaller than or equal to the required braking force, adjusting the value of the output braking force to the value of the maximum braking force in the safe state.

5. The method for safety control of a brake system malfunction according to claim 3 or 4, characterized in that the step of acquiring the maximum braking force in the safety state includes:

collecting the rotating speed of a driving motor;

determining the maximum torque in a safe state according to the rotating speed;

and calculating the maximum braking force in the safe state according to the maximum torque, the preset transmission system speed ratio, the preset mechanical system transmission efficiency and the wheel radius.

6. The method for safely controlling a brake system malfunction according to claim 3 or 4, wherein the step of adjusting the output braking force using a proportional-integral algorithm includes:

calculating a target deceleration of the electric vehicle according to the required braking force and the mass of the electric vehicle;

collecting the current deceleration of the electric automobile;

carrying out proportional integral adjustment on the difference value between the target deceleration and the current deceleration to obtain a first duty ratio of the tube closing mode safety state and a second duty ratio of the active short-circuit mode safety state; wherein the sum of the first duty cycle and the second duty cycle is the ratio of the control period to the pulse width modulation period;

modifying the first duty cycle and the second duty cycle;

and adjusting the output braking force according to the corrected first duty ratio and the corrected second duty ratio.

7. The method of safely controlling a brake system fault according to claim 6, wherein the step of modifying the first duty cycle and the second duty cycle includes:

when the first duty ratio/the second duty ratio is larger than a first preset value, correcting the first duty ratio/the second duty ratio to be the first preset value; when the first duty ratio/the second duty ratio is smaller than a second preset value, correcting the first duty ratio/the second duty ratio to be the second preset value; wherein the first preset value is greater than the second preset value.

8. The method of safely controlling a brake system fault according to claim 6, wherein the step of performing proportional-integral adjustment on the difference between the target deceleration and the current deceleration to obtain the first duty ratio of the off-mode safety state and the second duty ratio of the active short-circuit mode safety state includes:

acquiring the rotating speed of a driving motor;

when the rotating speed is greater than a preset rotating speed, obtaining the first duty ratio by carrying out proportional integral adjustment on the difference value, and obtaining the second duty ratio according to the ratio and the difference value of the first duty ratio;

and when the rotating speed is less than or equal to the preset rotating speed, obtaining the second duty ratio by performing proportional integral adjustment on the difference value, and obtaining the first duty ratio according to the ratio and the difference value of the second duty ratio.

9. The method of claim 8, wherein the step of adjusting the output braking force according to the corrected first duty cycle and the corrected second duty cycle comprises:

when the rotating speed is greater than the preset rotating speed, controlling the driving system to be in a tube closing mode safety state before the first moment of a control period, and controlling the driving system to be in an active short-circuit mode safety state after the first moment; wherein the time length between the starting time of the control period and the first time is the product of the modified first duty ratio and the pulse width modulation period;

when the rotating speed is less than or equal to the preset rotating speed, controlling the driving system to be in an active short-circuit mode safety state before a second moment of a control cycle, and controlling the driving system to be in a tube-closing mode safety state after the second moment; and the time length between the starting time of the control period and the first time is the product of the modified second duty ratio and the pulse width modulation period.

10. A safety control device for brake system failure is applied to an electric automobile and is characterized by comprising:

the processing module is used for acquiring the required braking force of the electric automobile and judging whether the driving system fails or not when the braking system fault signal is received;

the first adjusting module is used for adjusting the output braking force of the electric automobile according to the energy recovery maximum braking force of the driving system, the maximum braking force of the driving system in a safe state and the required braking force if the driving system has no fault;

and the second adjusting module is used for adjusting the output braking force of the electric automobile according to the maximum braking force and the required braking force in the safe state if the driving system fails.

11. An electric vehicle characterized by comprising a brake system failure safety control apparatus according to claim 10.

Technical Field

The invention relates to the technical field of automobile safety, in particular to a brake system fault processing method and device and an electric automobile.

Background

The basic premise of safe driving of the vehicle when the braking system is in journey operation is not exceptional. At present, most of the mainstream four-wheel drive pure electric vehicles are realized by respectively arranging driving motors in a front shaft and a rear shaft of the vehicle, and the front wheel and the rear wheel of the electric vehicle can both realize power output, so that the electric vehicle has better acceleration performance and the highest speed compared with the common electric vehicle. Due to the characteristics of the four-wheel drive pure electric automobile, once the four-wheel drive pure electric automobile is put into the market, the four-wheel drive pure electric automobile is highly popular with consumers.

In addition, with the development of the pure electric vehicle technology, the braking energy recovery technology also makes rapid progress, and compared with the early parallel energy recovery, the series energy recovery has higher degree of freedom and better energy recovery efficiency, so that the series energy recovery gradually becomes the mainstream energy recovery mode of the pure electric vehicle. Although the tandem type braking energy recovery has the advantages, the structure is complex, and the brake pedal of the electric automobile with the structure is greatly faced with the decoupling problem with the mechanical braking system, namely the brake pedal in the automobile is not mechanically connected with the braking system or the mechanical connection degree is low, wherein the condition that the brake pedal is not mechanically connected with the braking system can be called as brake-by-wire. The problem with this decoupling is that due to the lack of coupling, it is not possible to generate a braking effect in the vehicle by artificially applying a pedal force to the brake pedal in the event of some mechanical brake failure, namely: because the brake pedal and the brake system are lack of mechanical connection, the pedal force cannot generate the brake pressure required by braking through the mechanical system, and therefore, the safety guarantee mechanism of the series type energy recovery pure electric vehicle after the brake pedal and the mechanical brake system are in failure becomes a current research hotspot, particularly for the vehicle with the brake pedal and the mechanical brake system completely decoupled.

Disclosure of Invention

The invention aims to provide a safety control method and device for braking system faults and an electric automobile, so that the problem that in the prior art, when some mechanical braking failure faults occur to a vehicle, a safety guarantee mechanism of the vehicle is not enough is solved.

In order to achieve the above object, the present invention provides a method for safely controlling a brake system failure, which is applied to an electric vehicle, the method including:

when a brake system fault signal is received, acquiring the required braking force of the electric automobile and judging whether a driving system is in fault;

if the driving system has no fault, adjusting the output braking force of the electric automobile according to the maximum energy recovery braking force of the driving system, the maximum braking force in the safe state of the driving system and the required braking force;

and if the driving system has a fault, adjusting the output braking force of the electric automobile according to the maximum braking force and the required braking force in the safe state.

Optionally, after the step of adjusting the output braking force of the electric vehicle, the method further includes:

and determining the output torque of the driving motor according to the adjusted output braking force, the preset mechanical system transmission efficiency, the preset transmission coefficient speed ratio and the wheel radius, and controlling the driving motor to output the output torque.

Optionally, the step of adjusting the output braking force of the electric vehicle according to the energy recovery maximum braking force of the driving system, the maximum braking force in the safe state of the driving system, and the required braking force includes:

acquiring the maximum energy recovery braking force of the driving system and the maximum braking force in the safe state;

if the maximum energy recovery braking force is larger than the required braking force, adjusting the value of the output braking force to the value of the required braking force;

if the maximum energy recovery braking force is less than or equal to the required braking force, adjusting the value of the output braking force to be the larger one of the maximum energy recovery braking force and the maximum braking force in the safe state when the braking force in the safe state is less than or equal to the required braking force; and when the braking force in the safe state is greater than the required braking force, adjusting the output braking force by adopting a proportional-integral algorithm.

Optionally, the step of adjusting the output braking force according to the maximum braking force and the required braking force in the safe state includes:

acquiring the maximum braking force in the safe state;

when the maximum braking force in the safe state is larger than the required braking force, the output braking force is adjusted by adopting a proportional-integral algorithm;

and when the maximum braking force in the safe state is smaller than or equal to the required braking force, adjusting the value of the output braking force to the value of the maximum braking force in the safe state.

Optionally, the step of obtaining the maximum braking force in the safe state includes:

collecting the rotating speed of a driving motor;

determining the maximum torque in a safe state according to the rotating speed;

and calculating the maximum braking force in the safe state according to the maximum torque, the preset transmission system speed ratio, the preset mechanical system transmission efficiency and the wheel radius.

Optionally, the step of adjusting the output braking force by using a proportional-integral algorithm includes:

calculating a target deceleration of the electric vehicle according to the required braking force and the mass of the electric vehicle;

collecting the current deceleration of the electric automobile;

carrying out proportional integral adjustment on the difference value between the target deceleration and the current deceleration to obtain a first duty ratio of the tube closing mode safety state and a second duty ratio of the active short-circuit mode safety state; wherein the sum of the first duty cycle and the second duty cycle is the ratio of the control period to the pulse width modulation period;

modifying the first duty cycle and the second duty cycle;

and adjusting the output braking force according to the corrected first duty ratio and the corrected second duty ratio.

Optionally, the step of modifying the first duty cycle and the second duty cycle includes:

when the first duty ratio/the second duty ratio is larger than a first preset value, correcting the first duty ratio/the second duty ratio to be the first preset value; when the first duty ratio/the second duty ratio is smaller than a second preset value, correcting the first duty ratio/the second duty ratio to be the second preset value; wherein the first preset value is greater than the second preset value.

Optionally, the step of performing proportional-integral adjustment on the difference between the target deceleration and the current deceleration to obtain a first duty ratio of the tube-closing mode safety state and a second duty ratio of the active short-circuit mode safety state includes:

acquiring the rotating speed of a driving motor;

when the rotating speed is greater than a preset rotating speed, obtaining the first duty ratio by carrying out proportional integral adjustment on the difference value, and obtaining the second duty ratio according to the ratio and the difference value of the first duty ratio;

and when the rotating speed is less than or equal to the preset rotating speed, obtaining the second duty ratio by performing proportional integral adjustment on the difference value, and obtaining the first duty ratio according to the ratio and the difference value of the second duty ratio.

Optionally, the step of adjusting the output braking force according to the modified first duty cycle and the modified second duty cycle includes:

when the rotating speed is greater than the preset rotating speed, controlling the driving system to be in a tube closing mode safety state before the first moment of a control period, and controlling the driving system to be in an active short-circuit mode safety state after the first moment; wherein the time length between the starting time of the control period and the first time is the product of the modified first duty ratio and the pulse width modulation period;

when the rotating speed is less than or equal to the preset rotating speed, controlling the driving system to be in an active short-circuit mode safety state before a second moment of a control cycle, and controlling the driving system to be in a tube-closing mode safety state after the second moment; and the time length between the starting time of the control period and the first time is the product of the modified second duty ratio and the pulse width modulation period.

The embodiment of the invention also provides a safety control device for the brake system fault, which is applied to an electric automobile, and the device comprises:

the processing module is used for acquiring the required braking force of the electric automobile and judging whether the driving system fails or not when the braking system fault signal is received;

the first adjusting module is used for adjusting the output braking force of the electric automobile according to the energy recovery maximum braking force of the driving system, the maximum braking force of the driving system in a safe state and the required braking force if the driving system has no fault;

and the second adjusting module is used for adjusting the output braking force of the electric automobile according to the maximum braking force and the required braking force in the safe state if the driving system fails.

Optionally, the safety control device for brake system failure further includes:

and the control module is used for determining the output torque of the driving motor according to the adjusted output braking force, the preset mechanical system transmission efficiency, the preset transmission coefficient speed ratio and the wheel radius, and controlling the driving motor to output the output torque.

Optionally, the first adjusting module includes:

the first obtaining submodule is used for obtaining the maximum energy recovery braking force of the driving system and the maximum braking force in the safe state;

a first adjusting submodule for adjusting the value of the output braking force to the value of the required braking force if the energy recovery maximum braking force is greater than the required braking force;

a second adjustment submodule configured to adjust a value of the output braking force to a larger one of the energy recovery maximum braking force and the maximum braking force in the safe state when the braking force in the safe state is less than or equal to the required braking force if the energy recovery maximum braking force is less than or equal to the required braking force; and when the braking force in the safe state is greater than the required braking force, adjusting the output braking force by adopting a proportional-integral algorithm.

Optionally, the first obtaining sub-module includes:

the first acquisition unit is used for acquiring the rotating speed of the driving motor;

the first determining unit is used for determining the maximum torque in a safe state according to the rotating speed;

and the first calculation unit is used for calculating the maximum braking force in the safe state according to the maximum torque, the preset transmission system speed ratio, the preset mechanical system transmission efficiency and the wheel radius.

Optionally, the second adjusting submodule includes:

a third calculation unit configured to calculate a target deceleration of the electric vehicle based on the required braking force and a mass of the electric vehicle;

the second acquisition unit is used for acquiring the current deceleration of the electric automobile;

the first acquisition unit is used for carrying out proportional integral adjustment on the difference value between the target deceleration and the current deceleration to acquire a first duty ratio of the tube closing mode safety state and a second duty ratio of the active short-circuit mode safety state; wherein the sum of the first duty cycle and the second duty cycle is the ratio of the control period to the pulse width modulation period;

a first correcting unit configured to correct the first duty ratio and the second duty ratio;

and the first adjusting unit is used for adjusting the output braking force according to the first duty ratio after the correction and the second duty ratio after the correction.

Optionally, the first correcting unit is specifically configured to correct the first duty ratio/the second duty ratio to a first preset value when the first duty ratio/the second duty ratio is greater than the first preset value; when the first duty ratio/the second duty ratio is smaller than a second preset value, correcting the first duty ratio/the second duty ratio to be the second preset value; wherein the first preset value is greater than the second preset value.

Optionally, the first obtaining unit includes:

the first acquiring subunit is used for acquiring the rotating speed of the driving motor;

the second obtaining subunit is configured to, when the rotation speed is greater than a preset rotation speed, obtain the first duty ratio by performing proportional-integral adjustment on the difference value, and obtain the second duty ratio according to the ratio and the difference value of the first duty ratio;

and the third obtaining subunit obtains the second duty ratio by performing proportional-integral adjustment on the difference value when the rotating speed is less than or equal to the preset rotating speed, and obtains the first duty ratio according to the difference value between the ratio and the second duty ratio.

Optionally, the first adjusting unit includes:

the first control subunit is used for controlling the driving system to be in a tube closing mode safety state before the first moment of a control period and to be in an active short-circuit mode safety state after the first moment when the rotating speed is greater than the preset rotating speed; wherein the time length between the starting time of the control period and the first time is the product of the modified first duty ratio and the pulse width modulation period;

the second control subunit is used for controlling the driving system to be in an active short-circuit mode safety state before a second moment of a control period and to be in a tube-closing mode safety state after the second moment when the rotating speed is less than or equal to the preset rotating speed; and the time length between the starting time of the control period and the first time is the product of the modified second duty ratio and the pulse width modulation period.

Optionally, the second adjusting module includes:

the second obtaining submodule is used for obtaining the maximum braking force in the safety state;

the first adjusting submodule is used for adjusting the output braking force by adopting a proportional-integral algorithm when the maximum braking force in the safety state is greater than the required braking force;

and the third adjusting submodule is used for adjusting the value of the output braking force to the value of the maximum braking force in the safe state when the maximum braking force in the safe state is less than or equal to the required braking force.

Optionally, the second obtaining sub-module includes:

the second acquisition unit is used for acquiring the rotating speed of the driving motor;

the second determining unit is used for determining the maximum torque in a safe state according to the rotating speed;

and the second calculation unit is used for calculating the maximum braking force in the safe state according to the maximum torque, the preset transmission system speed ratio, the preset mechanical system transmission efficiency and the wheel radius.

Optionally, the first adjusting sub-module includes:

a fourth calculation unit configured to calculate a target deceleration of the electric vehicle based on the required braking force and a mass of the electric vehicle;

the third acquisition unit is used for acquiring the current deceleration of the electric automobile;

the second acquisition unit is used for carrying out proportional integral adjustment on the difference value between the target deceleration and the current deceleration to acquire a first duty ratio of the tube closing mode safety state and a second duty ratio of the active short-circuit mode safety state; wherein the sum of the first duty cycle and the second duty cycle is the ratio of the control period to the pulse width modulation period;

a second correcting unit configured to correct the first duty ratio and the second duty ratio;

and the second adjusting unit is used for adjusting the output braking force according to the corrected first duty ratio and the corrected second duty ratio.

Optionally, the second correcting unit is specifically configured to correct the first duty ratio/the second duty ratio to a first preset value when the first duty ratio/the second duty ratio is greater than the first preset value; when the first duty ratio/the second duty ratio is smaller than a second preset value, correcting the first duty ratio/the second duty ratio to be the second preset value; wherein the first preset value is greater than the second preset value.

Optionally, the second obtaining unit includes:

the fourth acquisition subunit is used for acquiring the rotating speed of the driving motor;

a fifth obtaining subunit, configured to, when the rotation speed is greater than a preset rotation speed, obtain the first duty ratio by performing proportional-integral adjustment on the difference value, and obtain the second duty ratio according to the ratio and the difference value of the first duty ratio;

and the sixth obtaining subunit obtains the second duty ratio by performing proportional-integral adjustment on the difference value when the rotating speed is less than or equal to the preset rotating speed, and obtains the first duty ratio according to the difference value between the ratio and the second duty ratio.

Optionally, the second adjusting unit includes:

the third control subunit is used for controlling the driving system to be in a tube closing mode safety state before the first moment of a control period and to be in an active short-circuit mode safety state after the first moment when the rotating speed is greater than the preset rotating speed; wherein the time length between the starting time of the control period and the first time is the product of the modified first duty ratio and the pulse width modulation period;

the fourth control subunit is used for controlling the driving system to be in an active short-circuit mode safety state before a second moment of a control period and to be in a tube-closing mode safety state after the second moment when the rotating speed is less than or equal to the preset rotating speed; and the time length between the starting time of the control period and the first time is the product of the modified second duty ratio and the pulse width modulation period.

The technical scheme of the invention at least has the following beneficial effects:

according to the safety control method for the brake system fault, when a brake system fault signal is received, the required braking force of an electric automobile is obtained, whether a driving system is in fault or not is judged, and when the driving system is not in fault, the output braking force of the electric automobile is adjusted according to the maximum energy recovery braking force of the driving system, the maximum braking force in the safety state of the driving system and the required braking force, so that the output braking force meets the required braking force; when the driving system fails, the output braking force of the electric automobile is adjusted according to the maximum braking force in the safe state and the required braking force, so that the output braking force meets the required braking force, the electric automobile is ensured to have a safety guarantee mechanism after the braking system fails, the electric automobile can be safely stopped, and the driving safety is improved.

Drawings

FIG. 1 is a schematic diagram of a control system architecture to which a method for safety control of a brake system failure according to an embodiment of the present invention is applied;

FIG. 2 is a schematic diagram of the basic steps of a safety control method for a brake system failure according to an embodiment of the present invention;

fig. 3 is a schematic diagram of the basic components of a safety control device for a brake system failure according to an embodiment of the present invention.

Description of reference numerals:

the control system comprises a vehicle control unit 1, a motor controller 2, a brake-by-wire system 3, a front motor 4, a rear motor 5, a front wheel 6, a rear wheel 7, a first single-stage speed reducer 8 and a second single-stage speed reducer 9.

Detailed Description

In order to make the technical problems, technical solutions and advantages of the present invention more apparent, the following detailed description is given with reference to the accompanying drawings and specific embodiments.

The invention provides a safety control method and device for a braking system fault and an electric automobile, aiming at the problem that the electric automobile in the prior art is easy to generate traffic accidents due to the fact that no safety guarantee mechanism exists after the braking system fault, so that the braking of the automobile is realized by controlling a driving system after the braking system fault, and the driving safety is improved.

First, it should be noted that the safety control method for brake system failure according to the embodiment of the present invention is applied to an electric vehicle having a control system architecture as shown in fig. 1, where the control system architecture includes: the brake-by-wire system comprises a vehicle control unit 1, a motor controller 2 and a brake-by-wire system 3 which are respectively connected with the vehicle control unit 1, a front motor 4 arranged on a front shaft of an electric vehicle, a rear motor 5 arranged on a rear shaft of the electric vehicle, the front motor 4 and the rear motor 5 are respectively connected with the motor controller 2, a front wheel 6 and a rear wheel 7 which are respectively connected with the brake-by-wire system 3, a first single-stage speed reducer 8 connected between the front motor 4 and the front wheel 6, and a second single-stage speed reducer 9 connected between the rear motor 5 and the rear wheel 7. In addition, preferably, the front motor 4 and the rear motor 5 are permanent magnet synchronous motors, and the performance parameters of the front motor 4 and the rear motor 5 are completely consistent, and the speed ratio of the first single reduction gear 8 is completely the same as that of the second single reduction gear 9.

As can be seen from fig. 1, the front motor 4 is connected to the front wheel 6 by a first single reduction ratio 8, the rear motor 5 is connected to the rear wheel 7 by a second single reduction ratio 9, and there is no shifting mechanism in between, so that the torque generated by the front motor 4 and the rear motor 5 will act directly on the wheel, and there is no mechanical connection between the brake pedal in the vehicle and the brake-by-wire system 3. Although the brake pedal and the brake-by-wire system 3 are completely decoupled, they are strongly coupled because both the drive system and the brake system perform their respective functions by generating a desired drive torque or braking force in the wheel. The embodiment of the invention just utilizes the characteristic that after the brake-by-wire system 3 breaks down, the control driving system enters an energy recovery state or a safety state to generate braking force in the front motor and the rear motor of the vehicle, thereby realizing the braking of the vehicle.

Next, a method for controlling the safety of a brake system failure according to an embodiment of the present invention will be described in detail with reference to fig. 2.

Referring to fig. 2, a basic schematic diagram of a method for safely controlling a brake system failure according to an embodiment of the present invention is shown, where the method includes:

step S201, when a brake system fault signal is received, acquiring the required brake force of the electric automobile, and judging whether a driving system is in fault;

in the embodiment, the judgment of the brake system fault is automatically completed by the brake-by-wire system 3, and the fault state is sent to the vehicle control unit 1 through a Controller Area Network (CAN).

In addition, in the embodiment, the required braking force is calculated by the vehicle control unit 1 according to a series of information such as the current states of the systems of the vehicle, the opening degree of the brake pedal of the vehicle, the opening degree of the accelerator pedal, the gear position and the like according to a certain logic, and the embodiment of the invention defines that the vehicle control unit 1 calculates the required braking force and sends the required braking force to the motor controller 2 through the CAN network. Also, the embodiment of the invention does not involve the calculation process of the required braking force, and only uses the result thereof.

Step S202, if the driving system has no fault, adjusting the output braking force of the electric automobile according to the maximum energy recovery braking force of the driving system, the maximum braking force in the safe state of the driving system and the required braking force;

in the embodiment of the invention, when the driving system can not effectively output the torque according to the requirement, the failure of the output torque of the driving system is considered to occur. The fault belongs to the fault category of the driving system, and the embodiment of the invention does not use the specific implementation process of fault judgment and only uses the judgment result.

Step S203, if the driving system has a fault, adjusting the output braking force of the electric automobile according to the maximum braking force and the required braking force in the safe state.

According to the safety control method for the brake system fault, when a brake system fault signal is received, the current required braking force of the electric automobile is obtained, whether a driving system is in fault or not is judged, and when the driving system is in normal function, the output braking force of the electric automobile is adjusted according to the maximum energy recovery braking force of the driving system, the maximum braking force in a safe state and the required braking force, so that the electric automobile is controlled to brake; when the driving system fails, the driving system is controlled to enter a safe state, the output braking force of the electric automobile is adjusted according to the maximum power and the required braking force under the safe state, so that the electric automobile is controlled to brake, on the basis of not changing the hardware of the automobile, after the failure of the braking system is realized, the safe braking of the electric automobile is controlled, the braking safety risk of the whole automobile when the braking system fails is reduced, and the driving safety is improved.

Further, after the step of adjusting the output braking force of the electric vehicle, the method further includes:

and determining the output torque of the driving motor according to the adjusted output braking force, the preset mechanical system transmission efficiency, the preset transmission coefficient speed ratio and the wheel radius, and controlling the driving motor to output the output torque.

The specific implementation of this step may be according to the formula:

calculating the output torque. Where T is output torque, F is output braking force, i_gRepresenting the transmission ratio (between the drive motor and the vehicle drive wheels), η representing the mechanical system transmission efficiency, and R representing the wheel radius.

Since the parameters of the front motor and the rear motor in the embodiment of the present invention are the same, the first output torque allocated to the front motor is 0.5T, and the second output torque allocated to the rear motor is 0.5T.

Preferably, in step S202, the step of adjusting the output braking force of the electric vehicle according to the energy recovery maximum braking force of the driving system, the maximum braking force in the safe state of the driving system, and the required braking force includes:

firstly, acquiring the maximum energy recovery braking force of the driving system and the maximum braking force in the safe state;

in this step, the maximum braking force that can be generated by the energy recovery of the driving system is actually calculated as the maximum braking torque that can be generated by the driving motor during the energy recovery process, and the braking torque is converted into the corresponding braking force. The maximum energy recovery intensity of the driving system, namely the maximum energy recovery braking torque, is related to factors such as the maximum allowable charging current of a vehicle power battery, the current rotating speed of the motor, external characteristics of the driving motor and the like.

Defining the drive system maximum energy recovery torque (total torque of the front motor 4 and the rear motor 5) as Te, the energy recovery maximum braking force is calculated as:

wherein, F_eRepresents the energy recovery maximum braking force, Te represents the maximum energy recovery torque of the drive system, i_gRepresenting the transmission ratio (between the drive motor and the vehicle drive wheels), η representing the mechanical system transmission efficiency, and R representing the wheel radius.

It should be noted that the calculation process of the maximum braking force in the safe state will be described in detail later.

Secondly, if the maximum energy recovery braking force is larger than the required braking force, adjusting the value of the output braking force to the value of the required braking force;

in this step, if the maximum energy recovery braking force is greater than the required braking force, it indicates that the braking force generated when the driving system enters the energy recovery state is simply used to meet the braking requirement of the entire vehicle. The required braking force is evenly distributed into the front motor and the rear motor of the vehicle, namely: the braking force needed by the energy recovery of the front motor and the rear motor is 0.5 Fc. The front motor and the rear motor respectively generate 0.5Fc braking force by determining the way of outputting torque commands by the front motor and the rear motor, and the problem of energy recovery control of a driving system is converted into the calculation of the torque commands of the front motor and the rear motor; the method specifically comprises the following steps:

wherein, T_f-eRepresenting an energy recovery control torque command for the front machine; t is_b-eRepresenting an energy recovery control torque command for the rear electric machine; i.e. i_gRepresenting the transmission ratio (between the drive motor and the vehicle drive wheels); eta represents the transmission efficiency of the mechanical system; r represents a wheel radius.

Finally, if the maximum energy recovery braking force is less than or equal to the required braking force, when the braking force in the safe state is less than or equal to the required braking force, adjusting the value of the output braking force to be the larger one of the maximum energy recovery braking force and the maximum braking force in the safe state; and when the braking force in the safe state is greater than the required braking force, adjusting the output braking force by adopting a proportional-integral algorithm.

In the step, if the Fe > Fc condition is not satisfied, the braking force generated by simply utilizing the energy recovery control of the driving system cannot meet the braking requirement of the whole vehicle, at the moment, Fa > Fc condition judgment is continuously carried out, wherein Fa is the maximum braking force in a safe state, when the condition is satisfied, the braking force generated by utilizing the driving system to enter the safe state can meet the current braking requirement of the whole vehicle, the driving system is controlled to enter the safe state, and the proportional-integral algorithm is adopted to adjust the output braking force; if the Fa & gt Fc condition is not satisfied, the situation shows that the driving system cannot generate the expected braking force of the whole vehicle by using the pure control in the safe state, the magnitudes of Fe and Fa are further compared, the driving system is controlled to enter a state of generating a larger braking force, and the braking force generated in the state controls the braking of the electric vehicle.

Optionally, in step S203, the step of adjusting the output braking force according to the maximum braking force in the safe state and the required braking force includes:

firstly, acquiring the maximum braking force in the safe state;

secondly, on one hand, when the maximum braking force in the safety state is larger than the required braking force, a proportional-integral algorithm is adopted to adjust the output braking force;

in this step, when the maximum braking force in the safe state is greater than the required braking force, if the braking force generated by the driving system is greater than the required braking force, a wheel may slip or lock.

On the other hand, when the maximum braking force in the safe state is less than or equal to the required braking force, the value of the output braking force is adjusted to the value of the maximum braking force in the safe state.

Specifically, the step of acquiring the maximum braking force in the safe state includes:

firstly, collecting the rotating speed of a driving motor; secondly, determining the maximum torque in a safe state according to the rotating speed; and finally, calculating the maximum braking force in the safe state according to the maximum torque, the preset transmission system speed ratio, the preset mechanical system transmission efficiency and the wheel radius.

It should be noted that the safety state of the drive system includes: a shutdown mode safety state and an active short mode safety state. The braking torque generated after the permanent magnet synchronous motor enters the pipe closing mode safety state under the working condition of high rotating speed is far larger than the braking torque generated when the permanent magnet synchronous motor enters the active short circuit mode safety state, and the braking torque generated in the pipe closing mode safety state is gradually reduced along with the reduction of the rotating speed of the motor; and although the braking torque generated in the active short-circuit mode safety state is smaller at a high rotating speed, the braking torque is gradually increased along with the reduction of the rotating speed of the motor, and at a specific rotating speed point, the braking torque in the shutdown mode safety state is equal to the braking torque in the active short-circuit mode safety state.

Method for determining braking torque of vehicle driving motor in pipe closing mode safety state and active short-circuit mode safety state through bench testSwitching the switching point, defining the rotation speed of the motor before representing as omega_fThe brake torque and rotation speed switching point is omega_f-m(ii) a The speed of the motor is denoted by ω after definition_bThe brake torque and rotation speed switching point is omega_b-mThen, the maximum braking torque that the front and rear motors of the driving system can generate in the safe state is:

wherein, T_f-maxRepresenting the maximum braking torque which can be generated by the front motor in a safe state; t is_f-SPO(ω_f) The braking torque generated by the driving motor in the safe state of the pipe closing mode is shown, and the braking torque is the motor rotating speed omega_fA function of (a), which varies with the variation of the motor speed; t is_f-ASC(ω_f) Represents the braking torque generated by the driving motor in the safety state of entering the active short-circuit mode, and the braking torque is the motor speed omega_fAs a function of (c). Brake torque and rotation speed switching point omega of former motor in the invention_f-mFor speed limit, ω_f≥ω_f-mThe braking torque generated by the time tube-closing mode safety state is larger, so T_f-maxIs equal to T_f-SPO(ω_f) (ii) a If omega_f<ω_f-mIf the condition is satisfied, the braking torque generated by the active short-circuit mode safety state is larger, and T is greater at the moment_f-maxIs equal to T_f-ASC(ω_f). About T_f-SPO(ω_f) And T_f-ASC(ω_f) The curves are related to the motor characteristics, which are obtained by bench tests, and the specific obtaining method belongs to the common knowledge content in the motor field, so the invention does not introduce the curves, and only the results are used.

Wherein T is_b-maxRepresenting the maximum braking torque which can be generated by the rear motor in a safe state; t is_b-SPO(ω_b) The braking torque generated by the driving motor in the safe state of the pipe closing mode is shown; t is_b-ASC(ω_b) Representing the braking torque generated by the drive motor when entering the active short-circuit mode safety state, and also being the rear motor speed omega_bAs a function of (c). Similarly, the braking torque and rotation speed switching point of the rear motor is set at omega_b-mFor the limit, the maximum braking torque of the rear motor is obtained, and therefore the present invention will not be described in detail.

The maximum braking torque which can be generated by the driving system can be obtained according to the above two formulas, and the torque is defined as T_aThen the expression is:

T_a＝T_f-max+T_b-max

T_acorresponding braking force F_aComprises the following steps:

wherein, F_aRepresents the maximum braking force that the drive system can generate in the safe state, Ta represents the maximum braking torque that the drive system can generate in the safe state, i_gRepresenting the transmission ratio (between the drive motor and the vehicle drive wheels), η representing the mechanical system transmission efficiency, and R representing the wheel radius.

Optionally, the step of adjusting the output braking force by using a proportional-integral algorithm includes:

firstly, calculating a target deceleration of the electric vehicle according to the required braking force and the mass of the electric vehicle;

in this step, the mass of the electric vehicle may be data collected by a sensor installed on the electric vehicle in real time, or may be obtained by adding a preset mass on the basis of the self weight of the electric vehicle.

The specific implementation of calculating the target deceleration is:

B＝F_c/M

where B denotes the target deceleration, F_cRepresenting a demandThe braking force, M, represents the mass of the electric vehicle.

Secondly, collecting the current deceleration of the electric automobile;

thirdly, performing proportional integral adjustment on the difference value between the target deceleration and the current deceleration to obtain a first duty ratio of the tube closing mode safety state and a second duty ratio of the active short-circuit mode safety state; wherein the sum of the first duty cycle and the second duty cycle is the ratio of the control period to the pulse width modulation period;

for example, 100 pwm cycles of the motor controller are defined as a control cycle, and the duty ratio of the gate-off mode safety state and the active short-circuit mode safety state is distributed in the control cycle to ensure that the braking force generated by the driving system meets the braking requirement. Therefore, the embodiment of the invention introduces proportional-integral regulation control, takes the target deceleration as a control target, takes the difference value between the current actual deceleration of the vehicle and the target deceleration B as the input of the proportional-integral controller, and calculates the proportion of the closed-tube mode safety state in 100 times of pulse width modulation control, namely the duty ratio through proportional-integral regulation so as to meet the braking requirement of the whole vehicle (regulate the deceleration deviation to 0).

Fourth, the first duty cycle and the second duty cycle are modified; in the step, the first duty ratio and the second duty ratio are both smaller than the ratio of the control period to the pulse width modulation period, so that the saturation problem possibly existing in proportional-integral regulation is avoided.

Fifthly, the output braking force is adjusted according to the first duty ratio after being corrected and the second duty ratio after being corrected. In the step, the output braking force is adjusted according to the first duty ratio after being corrected and the second duty ratio after being corrected, so that the deviation between the actual deceleration and the expected deceleration of the vehicle in the braking process is adaptively adjusted, the aim of meeting the braking requirement of the whole vehicle is finally achieved, and the actual deceleration generated in the braking process of the vehicle is kept consistent with the target deceleration.

Specifically, the step of correcting the first duty ratio and the second duty ratio includes:

when the first duty ratio/the second duty ratio is larger than a first preset value, correcting the first duty ratio/the second duty ratio to be the first preset value; when the first duty ratio/the second duty ratio is smaller than a second preset value, correcting the first duty ratio/the second duty ratio to be the second preset value; wherein the first preset value is greater than the second preset value.

It should be noted that, in this step, the first preset value is preferably a ratio of a control period to a pulse width modulation period, and the second preset value is preferably zero.

Taking as an example that when one control cycle includes 100 pwm cycles, the first duty cycle is modified, the specific implementation of this step is according to the formula:

and correcting the first duty ratio. Wherein, T_PRepresents the first duty cycle after limiting (the value rounded off and rounded); according to the formula, the limiting link limits the duty ratio obtained by proportional integral calculation to 0,100]The interval is used for ensuring that the range required by actual control is not exceeded, and further ensuring the effectiveness of the control method provided by the embodiment of the invention. In addition, the correction manner of the second duty ratio is similar to that of the first duty ratio, and is not described herein again.

Optionally, the step of performing proportional-integral adjustment on the difference between the target deceleration and the current deceleration to obtain a first duty ratio of the tube-closing mode safety state and a second duty ratio of the active short-circuit mode safety state includes:

firstly, acquiring the rotating speed of a driving motor;

secondly, when the rotating speed is greater than a preset rotating speed, obtaining the first duty ratio by performing proportional integral adjustment on the difference value, and obtaining the second duty ratio according to the ratio and the difference value of the first duty ratio;

thirdly, when the rotating speed is less than or equal to the preset rotating speed, the second duty ratio is obtained by carrying out proportional integral adjustment on the difference value, and the first duty ratio is obtained according to the ratio and the difference value of the second duty ratio.

In the step, the target deceleration B of the vehicle is taken as a control target, and the braking target (generating the deceleration B) of the whole vehicle is realized by controlling the switching of the vehicle between the active short-circuit mode and the pipe-closing mode safety state under different motor rotating speeds; on the contrary, if the rotating speed of the motor is less than or equal to the rotating speed (preset rotating speed) corresponding to the braking torque rotating speed switching point, the braking force generated in the active short-circuit mode safety state is greater than the braking force generated in the pipe closing mode control, and in this case, the pipe closing mode control is added to the control mainly in the active short-circuit mode safety state to reduce the braking force generated by the driving system. The embodiment of the invention just enables the braking force generated by the control of the safe state of the driving system to meet the requirement of the whole vehicle through the method.

Next, taking an example of performing proportional-integral adjustment on the difference value when the rotation speed is greater than the preset rotation speed to obtain the first duty ratio, the adjustment process will be specifically described.

According to the formula:

T_P-int＝ΔB×K_p+K_I∫ΔBdt

obtaining the first duty cycle, wherein T_P-intRepresenting a first duty cycle; k_pA proportionality coefficient representing proportional-integral control; k_IAnd represents an integration coefficient of proportional-integral control. The proportionality coefficient and the integral coefficient are both predetermined parameters.

Optionally, the step of adjusting the output braking force according to the modified first duty cycle and the modified second duty cycle includes:

when the rotating speed is greater than the preset rotating speed, controlling the driving system to be in a tube closing mode safety state before the first moment of a control period, and controlling the driving system to be in an active short-circuit mode safety state after the first moment; wherein the time length between the starting time of the control period and the first time is the product of the modified first duty ratio and the pulse width modulation period;

when the rotating speed is less than or equal to the preset rotating speed, controlling the driving system to be in an active short-circuit mode safety state before a second moment of a control cycle, and controlling the driving system to be in a tube-closing mode safety state after the second moment; and the time length between the starting time of the control period and the first time is the product of the modified second duty ratio and the pulse width modulation period.

Referring to fig. 3, a schematic diagram of a safety control device for a brake system failure according to an embodiment of the present invention is shown, where the safety control device for a brake system failure includes:

the processing module 301 is configured to, when a brake system fault signal is received, obtain a required braking force of the electric vehicle, and determine whether the driving system is faulty;

a first adjusting module 302, configured to adjust an output braking force of the electric vehicle according to an energy recovery maximum braking force of the driving system, a maximum braking force in a safe state of the driving system, and the required braking force if the driving system has no fault;

a second adjusting module 303, configured to adjust an output braking force of the electric vehicle according to the maximum braking force in the safe state and the required braking force if the driving system fails.

The safety control device for the brake system fault of the embodiment of the invention also comprises:

and the control module is used for determining the output torque of the driving motor according to the adjusted output braking force, the preset mechanical system transmission efficiency, the preset transmission coefficient speed ratio and the wheel radius, and controlling the driving motor to output the output torque.

In the safety control device for a brake system failure according to the embodiment of the present invention, the first adjusting module 302 includes:

the first obtaining submodule is used for obtaining the maximum energy recovery braking force of the driving system and the maximum braking force in the safe state;

a first adjusting submodule for adjusting the value of the output braking force to the value of the required braking force if the energy recovery maximum braking force is greater than the required braking force;

a second adjustment submodule configured to adjust a value of the output braking force to a larger one of the energy recovery maximum braking force and the maximum braking force in the safe state when the braking force in the safe state is less than or equal to the required braking force if the energy recovery maximum braking force is less than or equal to the required braking force; and when the braking force in the safe state is greater than the required braking force, adjusting the output braking force by adopting a proportional-integral algorithm.

In the safety control device for a failure of a brake system according to an embodiment of the present invention, the first obtaining sub-module includes:

the first acquisition unit is used for acquiring the rotating speed of the driving motor;

the first determining unit is used for determining the maximum torque in a safe state according to the rotating speed;

and the first calculation unit is used for calculating the maximum braking force in the safe state according to the maximum torque, the preset transmission system speed ratio, the preset mechanical system transmission efficiency and the wheel radius.

In the safety control device for a failure of a brake system according to an embodiment of the present invention, the second adjustment submodule includes:

a third calculation unit configured to calculate a target deceleration of the electric vehicle based on the required braking force and a mass of the electric vehicle;

the second acquisition unit is used for acquiring the current deceleration of the electric automobile;

the first acquisition unit is used for carrying out proportional integral adjustment on the difference value between the target deceleration and the current deceleration to acquire a first duty ratio of the tube closing mode safety state and a second duty ratio of the active short-circuit mode safety state; wherein the sum of the first duty cycle and the second duty cycle is the ratio of the control period to the pulse width modulation period;

a first correcting unit configured to correct the first duty ratio and the second duty ratio;

and the first adjusting unit is used for adjusting the output braking force according to the first duty ratio after the correction and the second duty ratio after the correction.

In the safety control device for a brake system fault according to the embodiment of the present invention, the first correction unit is specifically configured to correct the first duty ratio/the second duty ratio to a first preset value when the first duty ratio/the second duty ratio is greater than the first preset value; when the first duty ratio/the second duty ratio is smaller than a second preset value, correcting the first duty ratio/the second duty ratio to be the second preset value; wherein the first preset value is greater than the second preset value.

In the safety control device for a failure of a brake system according to an embodiment of the present invention, the first obtaining unit includes:

the first acquiring subunit is used for acquiring the rotating speed of the driving motor;

the second obtaining subunit is configured to, when the rotation speed is greater than a preset rotation speed, obtain the first duty ratio by performing proportional-integral adjustment on the difference value, and obtain the second duty ratio according to the ratio and the difference value of the first duty ratio;

and the third obtaining subunit obtains the second duty ratio by performing proportional-integral adjustment on the difference value when the rotating speed is less than or equal to the preset rotating speed, and obtains the first duty ratio according to the difference value between the ratio and the second duty ratio.

In the safety control device for a failure of a brake system according to the embodiment of the present invention, the first adjusting unit includes:

the first control subunit is used for controlling the driving system to be in a tube closing mode safety state before the first moment of a control period and to be in an active short-circuit mode safety state after the first moment when the rotating speed is greater than the preset rotating speed; wherein the time length between the starting time of the control period and the first time is the product of the modified first duty ratio and the pulse width modulation period;

the second control subunit is used for controlling the driving system to be in an active short-circuit mode safety state before a second moment of a control period and to be in a tube-closing mode safety state after the second moment when the rotating speed is less than or equal to the preset rotating speed; and the time length between the starting time of the control period and the first time is the product of the modified second duty ratio and the pulse width modulation period.

In the safety control device for a failure of a brake system according to the embodiment of the present invention, the second adjusting module 203 includes:

the second obtaining submodule is used for obtaining the maximum braking force in the safety state;

the first adjusting submodule is used for adjusting the output braking force by adopting a proportional-integral algorithm when the maximum braking force in the safety state is greater than the required braking force;

and the third adjusting submodule is used for adjusting the value of the output braking force to the value of the maximum braking force in the safe state when the maximum braking force in the safe state is less than or equal to the required braking force.

In the safety control device for a failure of a brake system according to an embodiment of the present invention, the second obtaining sub-module includes:

the second acquisition unit is used for acquiring the rotating speed of the driving motor;

the second determining unit is used for determining the maximum torque in a safe state according to the rotating speed;

and the second calculation unit is used for calculating the maximum braking force in the safe state according to the maximum torque, the preset transmission system speed ratio, the preset mechanical system transmission efficiency and the wheel radius.

In the safety control device for a failure of a brake system according to an embodiment of the present invention, the first adjustment submodule includes:

a fourth calculation unit configured to calculate a target deceleration of the electric vehicle based on the required braking force and a mass of the electric vehicle;

the third acquisition unit is used for acquiring the current deceleration of the electric automobile;

the second acquisition unit is used for carrying out proportional integral adjustment on the difference value between the target deceleration and the current deceleration to acquire a first duty ratio of the tube closing mode safety state and a second duty ratio of the active short-circuit mode safety state; wherein the sum of the first duty cycle and the second duty cycle is the ratio of the control period to the pulse width modulation period;

a second correcting unit configured to correct the first duty ratio and the second duty ratio;

and the second adjusting unit is used for adjusting the output braking force according to the corrected first duty ratio and the corrected second duty ratio.

In the safety control device for a brake system fault according to the embodiment of the present invention, the second correcting unit is specifically configured to correct the first duty ratio/the second duty ratio to a first preset value when the first duty ratio/the second duty ratio is greater than the first preset value; when the first duty ratio/the second duty ratio is smaller than a second preset value, correcting the first duty ratio/the second duty ratio to be the second preset value; wherein the first preset value is greater than the second preset value.

In the safety control device for a failure of a brake system according to the embodiment of the present invention, the second obtaining unit includes:

the fourth acquisition subunit is used for acquiring the rotating speed of the driving motor;

a fifth obtaining subunit, configured to, when the rotation speed is greater than a preset rotation speed, obtain the first duty ratio by performing proportional-integral adjustment on the difference value, and obtain the second duty ratio according to the ratio and the difference value of the first duty ratio;

and the sixth obtaining subunit obtains the second duty ratio by performing proportional-integral adjustment on the difference value when the rotating speed is less than or equal to the preset rotating speed, and obtains the first duty ratio according to the difference value between the ratio and the second duty ratio.

In the safety control device for a failure of a brake system according to the embodiment of the present invention, the second adjusting unit includes:

the third control subunit is used for controlling the driving system to be in a tube closing mode safety state before the first moment of a control period and to be in an active short-circuit mode safety state after the first moment when the rotating speed is greater than the preset rotating speed; wherein the time length between the starting time of the control period and the first time is the product of the modified first duty ratio and the pulse width modulation period;

the fourth control subunit is used for controlling the driving system to be in an active short-circuit mode safety state before a second moment of a control period and to be in a tube-closing mode safety state after the second moment when the rotating speed is less than or equal to the preset rotating speed; and the time length between the starting time of the control period and the first time is the product of the modified second duty ratio and the pulse width modulation period.

The embodiment of the invention also provides an electric automobile which comprises the safety control device for the brake system failure.

The embodiment of the invention also provides an electric automobile, which comprises a memory, a processor and a computer program which is stored on the memory and can run on the processor, wherein when the computer program is executed by the processor, the safety control method for the brake system fault is realized.

An embodiment of the present invention further provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the safety control method for a brake system fault are implemented as described above.

While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the appended claims.