Electronic mechanical braking system and method having controller failure redundancy control function

Abstract

An electronic mechanical braking system and method having a controller failure redundancy control function. The method comprises: acquiring a vehicle braking signal, and carrying out information interaction on a chassis domain controller (201) and a central vehicle controller (101) of an electronic mechanical braking system to obtain an information interaction result; sending the information interaction result and a vehicle control signal to the chassis domain controller (201) to carry out signal processing so as to obtain a signal processing result; and carrying out information management operation of the electronic mechanical braking system according to the state information of the chassis domain controller (201), the signal processing result, and vehicle control intent information, and controlling the electronic mechanical braking system according to a vehicle control intent and a preset control instruction.

Description

Electromechanical braking system and method with controller failure redundancy control function

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number 202310612238.9 and application date May 26, 2023, and claims the priority of the Chinese patent application. The entire content of the Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present disclosure relates to the field of automobile technology, and in particular to an electronic mechanical braking system and method with controller failure redundancy control function. Background Art

[0004] With the advancement of intelligent and electrified vehicles, electronic mechanical braking system technology has rapidly developed. With its rapid response and precise control, it has gradually become a key solution for vehicle braking systems. Patent publication number CN 113002511 B discloses an electronic mechanical braking system for commercial vehicles that achieves wheel braking by controlling wheel-mounted brake motors.

[0005] Current electromechanical braking systems rely on a brake controller to identify vehicle braking intent and calculate target braking force at the wheel. The electric brake controller then regulates the torque of the electric motor within the wheel-mounted electromechanical brake. This approach presents a problem: if the brake controller fails, the system cannot fully brake the vehicle. In particular, the electric brake controller lacks a redundant backup anti-lock braking (ABS) module. Consequently, the system's ABS function is lost in the event of a brake controller failure, potentially causing the wheels to lock during braking and potentially leading to accidents.

[0006] Unlike traditional pneumatic brake systems, electronic mechanical brake systems typically have multiple electric brake controllers. The computing and storage capabilities of their electric brake control chips have great potential. In addition to completing conventional motor control, they can perform functions such as vehicle braking intention recognition, braking force distribution, and slip rate control. Traditional brake controller functions can be integrated into the chassis domain controller, which is a technical solution to reduce hardware costs. Current electronic mechanical brake systems use brake controllers to complete vehicle braking intention recognition and wheel-side target braking force calculations, and the electric brake controllers complete the motor torque adjustment within the wheel-side electronic mechanical brake. The problem with this solution is that when the brake controller fails, the system cannot realize the vehicle braking function. In particular, the electric brake controller does not have a redundant backup anti-lock braking module. When the brake controller fails, the system cannot have the anti-lock braking function, which causes the wheels to lock during braking, causing safety accidents.

[0007] Summary of the Invention

[0008] The present disclosure aims to solve one of the technical problems in the related art at least to a certain extent.

[0009] To this end, the present disclosure aims to provide an electromechanical braking system with controller failure redundancy control, enabling anti-lock braking when the brake controller fails, thereby improving vehicle safety. Another objective of the present disclosure is to provide an electromechanical braking method with controller failure redundancy control.

[0010] To achieve the above objectives, in a first aspect of the present disclosure, an electromechanical brake system with controller failure redundancy control function is proposed, comprising: a central computing platform, a chassis domain controller, a wheel-side electromechanical brake unit, an electric brake controller, a wheel speed sensor, an electronic brake pedal, a steering wheel angle sensor, a combination sensor, and a manual brake push rod, wherein:

[0011] The central computing platform is used to send vehicle status information to the chassis domain controller;

[0012] The chassis domain controller is configured to send chassis status information to the central computing platform, calculate wheel-side target braking forces based on an internal braking control algorithm, and send the wheel-side target braking forces to the electric brake controller;

[0013] The electric brake controller is used to control the wheel-side electronic mechanical brake unit to generate a wheel speed signal and a clamping force control signal, and send the wheel speed signal and the clamping force control signal to the chassis domain controller;

[0014] The wheel speed sensor is used to collect the wheel rotation state and send an electrical signal corresponding to the actual wheel speed value to the electric brake controller;

[0015] The electronic brake pedal is used to collect braking intention information and send the braking intention information to the electric brake controller;

[0016] The manual brake push rod is used to generate a vehicle braking signal and send the vehicle braking signal to the electric brake controller;

[0017] The combined sensor is used to collect vehicle speed information and send the vehicle speed information to the chassis domain controller;

[0018] The steering wheel angle sensor is used to collect the vehicle steering wheel angle signal and send the vehicle steering wheel angle signal to the chassis domain controller.

[0019] Furthermore, in one embodiment of the present disclosure, the vehicle status information includes vehicle power system status information, cockpit status information and vehicle intelligent driving system related commands; the chassis domain controller includes a first data acquisition and processing module, a first function arbitration module, a first fault diagnosis module, a power management module, a first state estimation module and a braking force control module; the electric brake controller includes a second data acquisition and processing module, a second function arbitration module, a second fault diagnosis module, a second state estimation module, a braking force distribution module, a motor control module and a mechanical locking control module.

[0020] Furthermore, in one embodiment of the present disclosure, a communication network is also included, and the communication network includes at least a vehicle-mounted network; the electronic mechanical braking system includes at least one chassis domain controller, and is equipped with at least one electric brake controller at each wheel; the chassis domain controller communicates with the central computing platform through the vehicle-mounted network, and the chassis domain controller communicates with each electric brake controller through an independent vehicle-mounted network, and all electric brake controllers communicate with each other through the independent communication network.

[0021] Furthermore, in one embodiment of the present disclosure, the vehicle braking signal is sent to the chassis domain controller through the electronic brake pedal, and the vehicle braking signal is processed by the chassis domain controller to obtain a braking force command and sent to the electric brake controller.

[0022] Furthermore, in one embodiment of the present disclosure, the second fault diagnosis module of the electric brake controller is used to diagnose the working status of the chassis domain controller in real time, so as to calculate the vehicle speed estimation value according to the second state estimation module when the chassis domain controller fails, and calculate the current slip rate through the vehicle speed estimation value and the actual wheel speed value.

[0023] Furthermore, in one embodiment of the present disclosure, the second fault diagnosis module of the electric brake controller is also used to diagnose the working status of the chassis domain controller in real time, so as to receive the vehicle braking signal of the manual brake push rod when the chassis domain controller fails, and perform vehicle braking intention recognition and braking force distribution.

[0024] Furthermore, in one embodiment of the present disclosure, the wheel-side electronic mechanical braking unit includes a motor, a mechanical locking mechanism, a rotation conversion mechanism, a pressure sensor, and a motor position sensor; the wheel-side electronic mechanical braking unit is used to generate the clamping force of the brake caliper; the motor position sensor is used to collect and calculate the rotational position of the motor, and the pressure sensor is used to collect and calculate the caliper clamping force.

[0025] Furthermore, in one embodiment of the present disclosure, the electric brake controller determines whether the chassis domain controller is in a failure state through a heartbeat message sent by the chassis domain controller, the chassis domain controller's own fault diagnosis, or the power status of the chassis domain controller.

[0026] Furthermore, in one embodiment of the present disclosure, the electric brake controller is used to monitor the power status within the chassis domain controller when the chassis domain controller fails, and control the wheel-side electronic mechanical brake unit according to the power status. When the voltage is lower than a preset threshold value, the motor control module controls the motor to reach a specified position corresponding to the target torque, locks the motor through the mechanical locking mechanism, and cuts off the motor control current.

[0027] Further, in one embodiment of the present disclosure, the mechanical locking control module of the electric brake controller is used to control the state of the mechanical locking mechanism, so that the brake motor does not rotate when the mechanical locking mechanism is in a closed state, and the brake motor rotates when the mechanical locking mechanism is in an open state;

[0028] The braking force distribution module of the electric brake controller is used to calculate and distribute the target braking force under different braking modes; the braking force distribution module includes a conventional braking module, an autonomous driving braking module, an autonomous ABS braking module, an autonomous parking brake module and a command distribution module; the autonomous ABS braking module includes a slip rate calculation module, a slip rate selection module, a target slip rate module, an anti-skid controller module and a stall monitoring module.

[0029] Furthermore, in one embodiment of the present disclosure, the first data acquisition and processing module receives signals from the electronic brake pedal, the combination sensor, and the steering wheel angle sensor and sends the signals to the braking force control module; the braking force control module is used to calculate the target braking force of each wheel according to the vehicle body stability control requirements.

[0030] Furthermore, in one embodiment of the present disclosure, the first fault diagnosis module is used to complete the fault diagnosis function of the chassis domain controller itself, and send the fault level and fault code to the central computing platform and the electric brake controller.

[0031] Furthermore, in one embodiment of the present disclosure, the power management module is used to supply power to the chassis domain controller and simultaneously provide electrical energy to the electric brake controller.

[0032] Furthermore, in one embodiment of the present disclosure, the second data acquisition and processing module is used to receive external incoming signals and send its own signals to the chassis domain controller; the second data acquisition and processing module receives information from the chassis domain controller, the electric brake controllers of other wheels, the wheel speed sensor of its own wheel, and the manual brake push rod.

[0033] Furthermore, in one embodiment of the present disclosure, the second function arbitration module is used to select a braking mode of the electric brake controller according to information received by the data acquisition and processing module; the braking modes include conventional braking, autonomous driving braking, autonomous ABS braking and autonomous parking braking.

[0034] Furthermore, in one embodiment of the present disclosure, the motor control module of the electric brake controller is used to control the brake motor, and may internally include a torque loop controller, a position loop controller, and a current loop controller.

[0035] To achieve the above-mentioned object, in a second aspect of the present disclosure, an electronic mechanical manufacturing method with controller failure redundancy control function is proposed, comprising:

[0036] Acquire vehicle braking signals and exchange information with the chassis domain controller and central computing platform of the electronic mechanical braking system to obtain information interaction results;

[0037] Sending the information interaction results and vehicle control signals to the chassis domain controller for signal processing to obtain signal processing results;

[0038] The electronic mechanical braking system is managed according to the status information of the chassis domain controller and the signal processing result, and the vehicle operation intention information, and the electronic mechanical braking system is controlled according to the vehicle operation intention and preset control instructions.

[0039] Furthermore, in one embodiment of the present disclosure, the vehicle braking signal is directly sent to the electric brake controller through a manual brake push rod; or is sent to the chassis domain controller through an electronic brake pedal, and is processed by the chassis domain controller to form a braking force command and sent to the electric brake controller; or is sent to the chassis domain controller by the central computing platform.

[0040] Furthermore, in one embodiment of the present disclosure, the electric brake controller diagnoses the working status of the chassis domain controller in real time, calculates a vehicle speed estimate value according to a state estimation module when the chassis domain controller fails, and calculates the current slip rate through the vehicle speed estimate value and the actual wheel speed value.

[0041] Furthermore, in one embodiment of the present disclosure, the electric brake controller diagnoses the working status of the chassis domain controller in real time, receives the control command of the manual brake push rod when the chassis domain controller fails, completes the vehicle braking intention recognition and braking force distribution, and realizes the anti-lock braking function through the anti-lock braking control module when the wheel shows a locking trend.

[0042] Furthermore, in one embodiment of the present disclosure, the electric brake controller monitors the power status within the chassis domain controller when the chassis domain controller fails, and controls the wheel-side electronic mechanical brake unit according to the power status; when the power module voltage is lower than a preset threshold value, the electric brake controller first controls the motor to reach a specified position corresponding to the target torque during the braking process, and then locks the motor through a mechanical locking mechanism to cut off the motor control current.

[0043] The electronic mechanical braking system and method with controller failure redundancy control function of the disclosed embodiments enable the vehicle to enter extreme road conditions and have anti-lock braking function when the brake controller is in a failed state, thereby improving the safety performance of the vehicle.

[0044] Additional aspects and advantages of the present disclosure will be given in part in the description below and in part will be obvious from the description below, or will be learned through practice of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The above and / or additional aspects and advantages of the present disclosure will become apparent and readily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0046] FIG1 is a schematic structural diagram of an electromechanical braking system with controller failure redundancy control function according to an embodiment of the present disclosure;

[0047] FIG2 is a schematic diagram of a chassis domain controller according to an embodiment of the present disclosure;

[0048] FIG3 is a schematic diagram of an electric brake controller according to an embodiment of the present disclosure;

[0049] FIG4 is a diagram of a feasible software framework of an electric brake controller according to an embodiment of the present disclosure;

[0050] FIG5 is a diagram of a feasible autonomous ABS brake control software framework according to an embodiment of the present disclosure;

[0051] FIG6 is a flow chart of an electromechanical braking method with controller failure redundancy control function according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0052] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present disclosure will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0053] In order to enable those skilled in the art to better understand the solutions of the present disclosure, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the embodiments described are only part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments of the present disclosure, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present disclosure.

[0054] The following describes an electromechanical braking system and method with controller failure redundancy control function according to an embodiment of the present disclosure with reference to the accompanying drawings.

[0055] FIG1 is a structural diagram of an electromechanical braking system with controller failure redundancy control function according to an embodiment of the present disclosure.

[0056] As shown in Figure 1, the system includes: a central computing platform 101, a chassis domain controller 201, electric brake controllers 601, 602, 701, 702, a communication network 301 between the electric brake controllers 601, 602, 701, 702, electrical lines 302, 303, 304, 305 between the chassis domain controller 201 and the electric brake controllers 601, 602, 701, 702, an electronic brake pedal 401, a combination sensor 402, a steering wheel angle sensor 403, a manual brake push rod 501, brake motors 603, 605, 703, 705, mechanical locking mechanisms 604, 606, 704, 706 and wheel speed sensors 801, 802, 901, 902.

[0057] In the disclosed embodiments, the vehicle status information sent by the central computing platform 101 to the chassis domain controller 201 may include vehicle powertrain domain information, intelligent driving domain information, and cockpit domain information. In some embodiments, the vehicle status information includes vehicle powertrain status information, cockpit status information, and commands related to the vehicle's intelligent driving system. The chassis domain controller 201 sends the chassis status information to the central computing platform 101.

[0058] As shown in Figure 2, chassis domain controller 201 includes a state estimation module 210, a braking force control module 211, a power management module 212, a fault diagnosis module 213, a function arbitration module 214, and a data acquisition and processing module 215. The braking force control module 211 includes a braking intention recognition module and a braking force distribution module, responsible for calculating the target braking force at the wheels. In some embodiments, chassis domain controller 201 may also include a steering control module, a suspension control module, a chassis state switching control module, and a chassis longitudinal-lateral-vertical coordinated control module.

[0059] The data acquisition and processing module 215 in the chassis domain controller 201 receives signals from the electronic brake pedal 401, the combination sensor 402, and the steering wheel angle sensor 403 and sends them to the braking force control module 211. The braking force control module 211 can calculate the target braking force of each wheel according to the vehicle body stability control requirements.

[0060] The chassis domain controller 201 sends the power domain information, electric brake controller status information and combined sensor information to its internal state estimation module to complete vehicle load estimation calculation, slope estimation calculation, road adhesion estimation calculation and body posture calculation.

[0061] In some embodiments, the state estimation module 210 in the chassis domain controller 201 can perform weighted fusion calculations on load estimation, slope estimation, road adhesion estimation, and vehicle body posture based on intelligent driving domain sensor signals transmitted by the central computing platform 101. Intelligent driving domain sensor signals can include signals from cameras, lidar, millimeter-wave radar, inertial navigation, GPS, and other sources. By using weighted fusion algorithms such as those based on Kalman filter estimation, further optimized calculations of load, slope, road adhesion, and vehicle body posture can improve their accuracy. The chassis domain controller 201 transmits the calculated vehicle load, slope, road adhesion, and vehicle body posture to the electric brake controllers 601, 602, 701, and 702.

[0062] The fault diagnosis module 213 in the chassis domain controller 201 can complete the fault diagnosis function of the chassis domain controller itself, and can send the fault level and fault code to the central computing platform and the electric brake controller.

[0063] The power management module 212 in the chassis domain controller 201 can complete the power control function inside the controller. The power supply not only supplies power to the chassis domain controller 201 , but also provides power to the electric brake controllers 601 , 602 , 701 , 702 .

[0064] The chassis domain controller 201 is connected to the electric brake controllers 601, 602, 701, 702 through electrical lines 302, 303, 304, 305. The electrical lines include communication lines, power supply lines and signal acquisition lines. The communication lines are used to transmit information between the two controllers, the power supply lines provide power to the electric brake controllers, and the signal acquisition lines are used to collect key status of the chassis domain controller, such as the power supply voltage of the chassis domain controller 201.

[0065] The chassis domain controller 201 estimates the vehicle speed based on the wheel speeds sent by the electric brake controllers 601, 602, 701, and 702. In some embodiments, the chassis domain controller 201 can optimize the vehicle speed based on the inertial navigation signal and GPS signal sent by the central computing platform 101, and send the optimized vehicle speed to the central computing platform 101 and the electric brake controllers 601, 602, 701, and 702.

[0066] The electric brake controllers 601 , 602 , 701 , and 702 each include a data acquisition and processing module 610 , a state estimation module 611 , a function arbitration module 612 , a braking force distribution module 613 , a motor control module 614 , a fault diagnosis module 615 , and a mechanical locking control module 616 .

[0067] As shown in Figure 3, electric brake controllers 601, 602, 701, and 702 collect signals from their respective wheel speed sensors 801, 802, 901, and 902, respectively, and calculate the wheel speed. Each wheel speed signal is sent to the chassis domain controller 201 via communication lines 302, 303, 304, and 305.

[0068] Chassis domain controller 201 calculates wheel slip based on wheel speed and vehicle speed. When anti-lock braking is triggered, it calculates the target braking force at the wheel based on the deviation between the target slip and the actual slip, and sends this target braking force to the electric brake controller. In some embodiments, wheel speed sensors 801, 802, 901, and 902 can simultaneously send signals to chassis domain controller 201 and electric brake controllers 601, 602, 701, and 702.

[0069] When the vehicle is in the intelligent driving state, the chassis domain controller 201 receives the deceleration request command sent by the central computing platform 101, completes the vehicle braking intention recognition and braking force distribution calculation according to the deceleration request command, and sends the wheel target braking force to the electric brake controllers 601, 602, 701, and 702 through the communication lines in the electrical lines 302, 303, 304, and 305.

[0070] When the vehicle is in the driver's driving state, the chassis domain controller 201 receives the braking command sent by the electronic brake pedal 401, completes the vehicle braking intention recognition and braking force distribution calculation according to the braking command, and sends the wheel target braking force to the electric brake controllers 601, 602, 701, 702 through electrical lines 302, 303, 304, 305.

[0071] When the vehicle needs to perform parking brake, the chassis domain controller receives the manual brake push rod 501 signal sent by the electric brake controller, completes the vehicle braking intention identification according to the brake command, completes the parking brake force distribution calculation according to the slope estimation value, and sends a parking brake command to the electric brake controller. The electric brake controller controls the brake motors 603, 605, 703, and 705 to the position corresponding to the parking target braking force. When the brake motor shaft rotates to the specified position, the mechanical locking mechanism is started to lock the brake motor, and then the brake motor control current is turned off.

[0072] A feasible software framework of the electric brake controller is shown in FIG4 . When the electric brake controllers 601 , 602 , 701 , and 702 simultaneously determine the working status of the chassis domain controller 201 through the communication signals and the voltage detection module between the chassis domain controller 201 , the communication signals include the heartbeat message, fault diagnosis signal, electronic brake pedal command, and target braking force command of the chassis domain controller 201 . At the same time, the status of the power supply module inside the chassis domain controller is monitored through the voltage detection circuit in the electrical lines 302 , 303 , 304 , and 305 .

[0073] In some embodiments, the electric brake controllers 601 , 602 , 701 , 702 determine whether the chassis domain controller 201 is in a failure state through the heartbeat message sent by the chassis domain controller 201 , the fault diagnosis of the chassis domain controller 201 itself, or the power status of the chassis domain controller 201 .

[0074] The electric brake controllers 601, 602, 701, and 702 determine their operating status by reading the heartbeat message sent by the chassis domain controller 201. The chassis domain controller 201 heartbeat message contains a periodically changing variable. When the electric brake controller finds that the periodically changing variable is inconsistent with the preset value, it determines that the chassis domain controller 201 has failed. The electric brake controller monitors the voltage of the power module inside the chassis domain controller 201 through the voltage detection circuit within the electrical lines 302, 303, 304, and 305. When the voltage is lower than the preset normal voltage threshold, the chassis domain controller 201 is determined to have failed. When the chassis domain controller 201 discovers a fault through self-diagnosis and cannot work normally, it sends a fault signal to the electric brake controller and the central computing platform. After receiving the fault signal, the electric brake controller determines that the chassis domain controller 201 has failed.

[0075] As a feasible chassis domain controller failure control architecture, the function arbitration module 612 within the electric brake controllers 601, 602, 701, and 702 determines the chassis domain controller status based on information sent by the data acquisition and processing module 610. The conventional braking module, autonomous driving braking module, autonomous ABS braking module, and autonomous parking module in the braking force distribution module 613 operate synchronously. These modules all send their calculation results to the command distribution module, which selects and distributes braking force based on the results of the function arbitration module 612. At any given time, only one function module can be selected by the function arbitration module 612. The selected function module will send control commands to the motor control module 614 and the mechanical locking module 616. The control commands include the target braking force of the brake motors 603, 605, 703, and 705 and the target position commands of the mechanical locking mechanisms 604, 606, 704, and 706.

[0076] As a feasible chassis domain controller failure control architecture, when the electric brake controller determines that the chassis domain controller 201 is in a failed state, the fault diagnosis module 615 sends a release signal to the state estimation module 611. The state estimation module 611 sends the target deceleration command value and target braking force command value stored when the chassis domain controller is in a normal state to the conventional braking module. The conventional braking module receives this information and completes the vehicle braking action. When the vehicle speed drops to zero, the state estimation module 611 clears the storage space for the target deceleration command value and the target braking force command value. Furthermore, when the function arbitration module 612 selects the autonomous driving braking, autonomous ABS braking, or autonomous parking braking command, the state estimation module 611 clears the storage space for the target deceleration command value and the target braking force command value.

[0077] The electric brake controllers 601, 602, 701, and 702 continuously monitor the status of the brake push rod. When it is determined that the chassis domain controller has failed, the status of the brake push rod is sent to the function arbitration module 612, the autonomous driving brake module, the autonomous ABS brake module, and the autonomous parking brake module.

[0078] When the chassis domain controller 201 is in a failed state, the electric brake controllers 601, 602, 701, and 702 transmit data to each other through the communication network 301. Each electric brake controller sends the wheel speed and slip rate of its wheel to the communication network 301. Each electric brake controller can obtain the wheel speed and slip rate of other wheels. Each electric brake controller completes the vehicle speed estimation based on its own wheel speed and the wheel speeds of other wheels, and sends the vehicle speed estimation value to the autonomous driving brake module, autonomous ABS brake module, and autonomous parking brake module.

[0079] When chassis domain controller 201 is in a disabled state, the autonomous service brake module receives the manual brake push rod position signal and uses this value to analyze the vehicle's braking intent, deriving the total braking demand and calculating the target braking force distribution for each axle. Braking force distribution can be achieved using various methods, such as a fixed front-to-rear axle ratio or an ideal braking force I-curve distribution. After the target axle braking force is determined, the module calculates the target braking force for all wheels and sends the target wheel braking torque for the axle to the motor control module.

[0080] As a feasible autonomous ABS braking control software framework, as shown in Figure 5, when the chassis domain controller 201 is in a failed state, the autonomous ABS braking module calculates the current wheel slip rate based on the vehicle speed and its own wheel speed. It compares the current autonomous slip rate with the slip rate of the coaxial wheel, taking the maximum of the two as the feedback slip rate. The deviation between the feedback slip rate and the target slip rate is sent to the anti-slip controller, which can be a PI controller, an ADRC controller, or other single-input, single-output feedback controller. The anti-slip controller calculates the motor target torque based on the slip rate deviation. This motor target torque is limited by the stall monitoring module, which limits the motor target torque based on the engagement state of the mechanical locking mechanism. This process causes the two electric brake controllers on the same bridge to enter the anti-lock braking torque low selection state, thereby ensuring anti-lock braking stability when the chassis domain controller fails.

[0081] When the chassis domain controller 201 is in a failed state, the electric brake controllers 601, 602, 701, and 702 detect the chassis domain controller power supply voltage signal in real time through the electrical lines 302, 303, 304, and 305, and compare the actual collected voltage value with the preset failure protection voltage threshold value. When the power supply voltage signal is lower than the threshold value, the electric brake controllers 601, 602, 701, and 702 enter the energy-saving control mode, and the command distribution module monitors the brake motor torque in real time. When the absolute value of the rate of change of the brake motor torque is lower than the preset threshold value, a locking command is issued to the mechanical locking control module 616, and the mechanical locking mechanism is activated to lock the brake motor. In some embodiments, the distribution module can monitor the pressure sensor in the wheel-side electronic mechanical brake unit in real time. When the absolute value of the rate of change of the pressure signal sampled by the pressure sensor is lower than the preset threshold value, a locking command is issued to the mechanical locking control module 616, and the mechanical locking mechanism is activated to lock the brake motor. When the command distribution module detects that the target torques of all brake motors are at zero, the mechanical locking mechanism is released, and the brake motors can now perform rotational motion.

[0082] In some embodiments, the electronic mechanical braking system includes at least one chassis domain controller, and each wheel is equipped with at least one electric brake controller. The chassis domain controller communicates directly with the central computing platform through the vehicle network, the chassis domain controller communicates with each electric brake controller through an independent vehicle network, and all electric brake controllers communicate with each other through an independent network. Each axle is equipped with a chassis domain controller, and the chassis domain controller can have two or more communication lines to exchange data with the central computing platform and other domain controllers, one of which is a regular communication line and the other is a fail-backup communication line. The chassis domain controller can have two or more communication lines to exchange data with each electric brake controller, one of which is a regular communication line and the other is a fail-backup communication line. The electric brake controllers can have two or more communication lines to exchange data, one of which is a regular communication line and the other is a fail-backup communication line.

[0083] The chassis domain controller communicates with the vehicle's central computing platform, sends information such as chassis status to other controllers, and receives information such as vehicle manipulation intent, completing the comprehensive management of braking system, steering system and suspension system information, and completing the control command calculation of all actuators based on the vehicle's manipulation intent and its internal control logic.

[0084] The chassis domain controller calculates the target wheel braking force based on its internal braking control algorithm and sends it to the electric brake controller. It also receives wheel speed and clamping force control signals from the electric brake controller. The chassis domain controller includes a data acquisition and processing module, a function arbitration module, a fault diagnosis module, a power management module, a state estimation module, and a braking force control module.

[0085] The wheel-mounted electronic mechanical brake unit includes a motor, a mechanical locking mechanism, a rotation conversion mechanism, a pressure sensor, and a motor position sensor. The electronic mechanical brake unit generates the brake caliper's clamping force. Its internal motor generates the braking force and converts the motor shaft's rotational motion into linear motion of the caliper via mechanical transmission components. The wheel-mounted electronic mechanical brake unit also includes a motor position sensor and a pressure sensor. The position sensor is used to collect and calculate the motor's rotational position, while the pressure sensor is used to collect and calculate the caliper's clamping force.

[0086] The electric brake controller is used to control the wheel-side electronic mechanical brake unit. It includes a data acquisition and processing module, a function arbitration module, a fault diagnosis module, a state estimation module, a braking force distribution module, a motor control module, and a mechanical locking control module.

[0087] The data acquisition and processing module of the electric brake controller is used to receive external input signals and send its own signals to the chassis domain controller. The data acquisition and processing module receives information from the chassis domain controller, the electric brake controllers of other wheels, the wheel speed sensor of its own wheel, and the manual brake push rod.

[0088] The function arbitration module of the electric brake controller is used to select the braking mode of the electric brake controller according to the information received by the data acquisition and processing module. The braking modes include conventional braking, autonomous driving braking, autonomous ABS braking and autonomous parking braking.

[0089] The fault diagnosis module of the electric brake controller is used to determine the working status of the chassis domain controller and also monitor its own working status.

[0090] The state estimation module of the electric brake controller can estimate the vehicle speed based on the wheel speed information of each wheel and the wheel speed information of the wheel where it is located.

[0091] The motor control module of the electric brake controller is used to control the brake motor, and may include a torque loop controller, a position loop controller and a current loop controller.

[0092] The mechanical lock control module of the electric brake controller is used to control the state of the mechanical lock mechanism. When the mechanical lock mechanism is closed, the brake motor cannot rotate. When the mechanical lock mechanism is open, the brake motor can rotate on its own.

[0093] The braking force distribution module of the electric brake controller is used to calculate and distribute the target braking force under different braking modes. It includes a conventional braking module, an autonomous driving braking module, an autonomous ABS braking module, an autonomous parking brake module and a command distribution module. The autonomous ABS braking module includes a slip rate calculation module, a slip rate selection module, a target slip rate module, an anti-skid controller module and a stall monitoring module.

[0094] The wheel speed sensor collects the wheel rotation status and sends an electrical signal corresponding to the actual wheel speed to the electric brake controller.

[0095] An electronic brake pedal that captures the driver's braking intent and sends the command to the chassis domain controller.

[0096] The manual brake push rod is used for parking and generates braking commands when the electronic brake or brake controller fails. It produces a continuously changing electrical analog signal. When the vehicle requires parking, the electric brake controller receives the parking command from the manual brake push rod and transmits the manual brake push rod signal to the chassis domain controller. The chassis domain controller then identifies the vehicle's braking intention and distributes braking force, while also implementing the parking brake function based on the estimated vehicle load and slope.

[0097] The combined sensor is used to collect the vehicle's longitudinal acceleration, lateral acceleration and yaw rate, and send the above signals to the chassis domain controller.

[0098] The steering wheel angle sensor is used to collect the vehicle's steering wheel angle signal and send the above signal to the chassis domain controller.

[0099] According to the embodiment of the present disclosure, the electromechanical brake system with controller failure redundancy control function can realize the anti-lock braking function when the brake controller is in a failed state, thereby improving the safety performance of the vehicle.

[0100] To implement the above embodiment, as shown in FIG6 , an embodiment of the present disclosure further provides an electronic mechanical manufacturing method with a controller failure redundancy control function, the method comprising:

[0101] S1, obtains the vehicle braking signal and exchanges information with the chassis domain controller and the central computing platform of the electronic mechanical braking system to obtain the information interaction result;

[0102] S2, sending the information interaction result and the vehicle control signal to the chassis domain controller for signal processing to obtain a signal processing result;

[0103] S3, performs information management operations on the electronic mechanical braking system based on the status information and signal processing results of the chassis domain controller and the vehicle operation intention information, and calculates the control commands of the electronic mechanical braking system based on the vehicle operation intention and preset control instructions.

[0104] In some embodiments, the method is applied to the control of an electromechanical braking system. The electromechanical braking system includes: a chassis domain controller, wheel-side electromechanical braking units, an electric brake controller, a communication network, wheel speed sensors, an electronic brake pedal, a steering wheel angle sensor, a combination sensor, and a manual brake push rod. The chassis domain controller can communicate with the vehicle's central computing platform, sending information such as chassis status to other controllers while receiving information such as vehicle maneuvering intent. This allows for comprehensive management of information from the braking, steering, and suspension systems, and calculates control commands for all actuators based on the vehicle's maneuvering intent and its internal control logic. The chassis domain controller calculates the target wheel braking force based on its internal braking control algorithm and sends it to the electric brake controller. It also receives wheel speed signals and clamping force control signals from the electric brake controller. The chassis domain controller internally includes a data acquisition and processing module, a function arbitration module, a fault diagnosis module, a power management module, a state estimation module, and a braking force control module. The electric brake controller is used to control the wheel-side electromechanical braking units. It contains a data acquisition and processing module, a function arbitration module, a fault diagnosis module, a state estimation module, a braking force distribution module, a motor control module, and a mechanical lock control module. The wheel speed sensor collects the wheel rotation status and sends the electrical signal corresponding to the actual wheel speed to the electric brake controller. The electronic brake pedal is used to collect the driver's braking intention and send the command to the brake controller. The manual brake push rod is used to generate a braking command for parking and when the electronic brake or brake controller fails. It can generate a continuous and gradual electrical analog signal. The combined sensor is used to collect the vehicle's longitudinal acceleration, lateral acceleration and yaw angular velocity, and send the above signals to the chassis domain controller. The steering wheel angle sensor is used to collect the vehicle's steering wheel angle signal and send the above signal to the chassis domain controller.

[0105] Furthermore, the electromechanical braking system includes one or more chassis domain controllers, with at least one electric brake controller at each wheel. The chassis domain controller communicates directly with the central computing platform through the vehicle network. The chassis domain controller communicates with each electric brake controller through an independent vehicle network, and all electric brake controllers communicate with each other through independent networks.

[0106] Furthermore, the vehicle's braking signal can be sent directly to the electric brake controller via the manual brake push rod or to the chassis domain controller via the electronic brake pedal. The chassis domain controller processes the vehicle's braking signal, converting it into a braking force command and sending it to the electric brake controller. The vehicle's braking signal can also be sent to the chassis domain controller from the central computing platform.

[0107] Furthermore, the electric brake controller diagnoses the working status of the chassis domain controller in real time. When the chassis domain controller fails, the vehicle speed estimate is calculated according to the state estimation module. The current slip rate can be calculated based on the vehicle speed estimate and the actual wheel speed.

[0108] Furthermore, the electric brake controller diagnoses the working status of the chassis domain controller in real time. When the chassis domain controller fails, it can receive control commands from the manual brake push rod, complete vehicle braking intention recognition and braking force distribution, and realize the anti-lock braking function through the anti-lock control module when the wheel shows a tendency to lock.

[0109] Furthermore, the electric brake controller monitors the power status within the chassis domain controller when the chassis domain controller fails, and controls the wheel-side electronic mechanical brake unit according to its voltage status. When the power module voltage is lower than a preset threshold value, the electric brake controller first controls the motor to reach a specified position corresponding to the target torque during the braking process, and then locks the motor through a mechanical locking mechanism to cut off the motor control current.

[0110] According to the electronic mechanical braking method with controller failure redundancy control function of the embodiment of the present disclosure, the anti-lock braking function is realized when the brake controller is in a failed state, thereby improving the safety performance of the vehicle.

[0111] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. Throughout the present disclosure, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0112] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification and features of different embodiments or examples, unless they are mutually inconsistent.

[0113] Although the embodiments of the present disclosure have been shown and described above, it is understood that the above embodiments are illustrative and are not to be construed as limitations on the present disclosure. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present disclosure.

Claims

1. An electromechanical brake system with controller failure redundant control function, comprising: Central computing platform, chassis domain controller, wheel-side electronic mechanical brake unit, electric brake controller, wheel speed sensor, electronic brake pedal, steering wheel angle sensor, combination sensor and manual brake push rod, among which, The central computing platform is used to send vehicle status information to the chassis domain controller; The chassis domain controller is used to send chassis status information to the central computing platform, calculate the wheel target braking force according to the internal braking control algorithm, and send the wheel target braking force to the electric brake controller; The electric brake controller is used to control the wheel side electronic mechanical brake unit to generate a wheel speed signal and a clamping force control signal, and send the wheel speed signal and the clamping force control signal to the chassis domain controller; The wheel speed sensor is used to collect the wheel rotation state and send an electrical signal corresponding to the actual wheel speed value to the electric brake controller; The electronic brake pedal is used to collect braking intention information and send the braking intention information to the electric brake controller; The manual brake push rod is used to generate a vehicle brake signal and send the vehicle brake signal to the electric brake controller; The combined sensor is used to collect vehicle speed information and send the vehicle speed information to the chassis domain controller; The steering wheel angle sensor is used to collect the vehicle steering wheel angle signal and send the vehicle steering wheel angle signal to the chassis domain controller.

2. The electromechanical brake system according to claim 1, wherein: The vehicle status information includes vehicle power system status information, cockpit status information, and vehicle intelligent driving system related commands; The chassis domain controller includes a first data acquisition and processing module, a first function arbitration module, a first fault diagnosis module, a power management module, a first state estimation module and a braking force control module; The electric brake controller includes a second data acquisition and processing module, a second function arbitration module, a second fault diagnosis module, a second state estimation module, a braking force distribution module, a motor control module and a mechanical locking control module.

3. The electromechanical braking system according to claim 1 , further comprising: Communication network; wherein the communication network at least includes an in-vehicle network; The electronic mechanical braking system includes at least one chassis domain controller, and at least one electric brake controller is equipped at each wheel; the chassis domain controller communicates with the central computing platform through the vehicle network, the chassis domain controller communicates with each electric brake controller through an independent vehicle network, and all electric brake controllers communicate with each other through the independent communication network.

4. The electromechanical brake system according to claim 1, wherein: The vehicle braking signal is sent to the chassis domain controller through the electronic brake pedal. The vehicle braking signal is processed by the chassis domain controller to obtain a braking force command and sent to the electric brake controller.

5. The electromechanical brake system according to claim 2, wherein: The second fault diagnosis module is used to diagnose the working status of the chassis domain controller in real time, so as to calculate the vehicle speed estimation value according to the second state estimation module when the chassis domain controller fails, and calculate the current slip rate through the vehicle speed estimation value and the actual wheel speed value.

6. The electromechanical brake system according to claim 2, wherein: The second fault diagnosis module is also used to diagnose the working status of the chassis domain controller in real time, so as to receive the vehicle braking signal of the manual brake push rod when the chassis domain controller fails, and perform vehicle braking intention recognition and braking force distribution.

7. The electromechanical brake system according to claim 2, wherein: The wheel-side electronic mechanical brake unit includes a motor, a mechanical locking mechanism, a rotation conversion mechanism, a pressure sensor, and a motor position sensor; the wheel-side electronic mechanical brake unit is used to generate the brake caliper clamping force; the motor position sensor is used to collect and calculate the motor rotation position, and the pressure sensor is used to collect and calculate the caliper clamping force.

8. The electromechanical brake system according to claim 7, wherein: The electric brake controller is used to monitor the power status in the chassis domain controller when the chassis domain controller fails, and control the wheel-side electronic mechanical brake unit according to the power status. When the voltage is lower than a preset threshold value, the motor control module controls the motor to reach a specified position corresponding to the target torque, locks the motor through the mechanical locking mechanism, and cuts off the motor control current.

9. The electromechanical brake system according to claim 7, wherein: The mechanical locking control module is used to control the state of the mechanical locking mechanism, so that the brake motor does not rotate when the mechanical locking mechanism is closed, and the brake motor rotates when the mechanical locking mechanism is opened; The braking force distribution module of the electric brake controller is used to calculate and distribute the target braking force under different braking modes; the braking force distribution module includes a conventional braking module, an autonomous driving braking module, an autonomous ABS braking module, an autonomous parking braking module and a command distribution module; The autonomous ABS braking module includes a slip ratio calculation module, a slip ratio selection module, a target slip ratio module, an anti-skid controller module and a stall monitoring module.

10. The electronic mechanical braking system according to claim 2, wherein the first data acquisition and processing module receives signals from the electronic brake pedal, the combined sensor, and the steering wheel angle sensor and sends the signals to the braking force control module; the braking force control module is used to calculate the target braking force of each wheel according to the vehicle body stability control requirements.

11. The electronic mechanical brake system according to claim 2, wherein the first fault diagnosis module is used to complete the fault diagnosis function of the chassis domain controller itself, and send the fault level and fault code to the central computing platform and the electric brake controller.

12. The electronic mechanical braking system according to claim 2, wherein the electric brake controller determines whether the chassis domain controller is in a failure state through a heartbeat message sent by the chassis domain controller, the chassis domain controller's own fault diagnosis, or the power supply status of the chassis domain controller.

13. The electronic mechanical brake system according to claim 2, wherein the power management module is used to supply power to the chassis domain controller and provide electrical energy to the electric brake controller.

14. An electronic mechanical braking system according to claim 2, wherein the second data acquisition and processing module is used to receive external incoming signals and send its own signals to the chassis domain controller; the second data acquisition and processing module receives information from the chassis domain controller, the electric brake controllers of other wheels, the wheel speed sensor of its own wheel, and the manual brake push rod.

15. The electronic mechanical braking system according to claim 2, wherein the second function arbitration module is used to select a braking mode of the electric brake controller according to the information received by the data acquisition and processing module; the braking modes include conventional braking, autonomous driving braking, autonomous ABS braking and autonomous parking braking.

16. The electromechanical braking system of claim 2, wherein The motor control module of the electric brake controller is used for controlling the brake motor, and may include a torque loop controller, a position loop controller and a current loop controller.

17. A control method for an electromechanical system with controller failure redundancy control function applied to any one of claims 1 to 5, comprising: Obtain vehicle braking signals, and exchange information between the chassis domain controller and the central computing platform of the electronic mechanical braking system to obtain information interaction results; Sending the information interaction results and the vehicle control signal to the chassis domain controller for signal processing to obtain the signal processing result; The information management operation of the electronic mechanical braking system is performed according to the status information of the chassis domain controller and the signal processing result, as well as the whole vehicle operation intention information, and the electronic mechanical braking system is controlled according to the whole vehicle operation intention and preset control instructions.

18. The control method of the electronic mechanical brake system according to claim 17, wherein the vehicle braking signal is directly sent to the electric brake controller through a manual brake push rod; or is sent to the chassis domain controller through an electronic brake pedal, and is processed by the chassis domain controller to form a braking force command and sent to the electric brake controller; or is sent to the chassis domain controller by the central computing platform.

19. According to the control method of the electronic mechanical brake system according to claim 18, the electric brake controller diagnoses the working status of the chassis domain controller in real time, calculates the vehicle speed estimation value according to the state estimation module when the chassis domain controller fails, and calculates the current slip rate through the vehicle speed estimation value and the actual wheel speed value.

20. According to the control method of the electronic mechanical brake system of claim 18, the electric brake controller diagnoses the working status of the chassis domain controller in real time, receives the control command of the manual brake push rod when the chassis domain controller fails, completes the vehicle braking intention recognition and braking force distribution, and realizes the anti-lock braking function through the anti-lock control module when the wheel shows a tendency to lock.

21. According to the control method of the electronic mechanical brake system in claim 18, the electric brake controller monitors the power status in the chassis domain controller when the chassis domain controller fails, and controls the wheel-side electronic mechanical brake unit according to the power status; when the power module voltage is lower than a preset threshold value, the electric brake controller first controls the motor to reach a specified position corresponding to the target torque during the braking process, and then locks the motor through a mechanical locking mechanism to cut off the motor control current.

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