Vehicle integrated braking and redundant braking system and vehicle

Abstract

A vehicle integrated braking and redundant braking system. The system comprises an integrated braking unit (1), a redundant braking unit (2), a brake oil reservoir assembly (3) and a plurality of wheel side brake assemblies (4); the integrated braking unit comprises an integrated braking controller, a brake master cylinder (11), a brake pedal (5) and an integrated braking unit pressure buildup module (12); the redundant braking unit comprises a redundant braking controller and a redundant unit pressure buildup module (21), the redundant unit pressure buildup module being connected to the brake oil reservoir assembly, and the redundant unit pressure buildup module being connected to a redundant unit pressure regulating valve group; the redundant unit pressure regulating valve group is connected to a redundant braking control valve, the redundant braking control valve being connected to an integrated unit wheel end braking control valve group (15). The system solves the problems in the prior art that complex oil passage structures of entire braking systems of vehicles make manufacturing, inspection and maintenance difficult and quite costly, and additionally, the increase in the number of control valves results in higher costs of the entire braking systems. Also provided is a vehicle.

Description

Field of the Invention The present disclosure relates to the technical field of vehicle braking systems, and particularly, to a vehicle integrated braking and redundant braking system and a vehicle. Background of the Invention In the hydraulic braking system of the conventional fuel vehicle, when the brake pedal is pressed, it pushes the vacuum booster. The vacuum booster provides pressure to the brake master cylinder based on the vacuum differential principle, thereby generating hydraulic pressure in the whole hydraulic braking system. This hydraulic pressure controls the wheel-side caliper pistons to clamp the brake discs, thereby achieving the braking effect. The drawback of such braking system design lies in its heavy reliance on vacuum. When the vacuum booster loses vacuum assistance and the driver wants to stop the vehicle, the vehicle can only be stopped by manually pressing the brake pedal and using physical force of the driver to generate hydraulic pressure in the braking system. From a safety perspective, this solution has a low safety level and cannot adequately ensure the safety of the driver and passengers. Moreover, if vacuum leakage and pipeline leakage occur simultaneously during running of the vehicle, the vehicle is completely out of control. The safety level is nearly zero. In a pure electric vehicle, an engine is entirely removed, resulting in the absence of the conventional vacuum system in the braking system. The simplest solution is to add an electric vacuum pump at the front end of the booster, and the electric vacuum pump supplies vacuum to the vacuum booster, to ensure normal operation of the whole braking system. Although this solution appears to address the issue of vacuum availability in a straightforward manner, careful research reveals that the durability of the electric vacuum pump becomes a significant weakness in this system. With the advancement of the industry, some companies have proposed a new braking system control solution, that is, the drive-by-wire technology. According to the solution, the conventional vacuum booster is replaced by precision electronic sensors and electromechanical actuators. The working principle of this system is as follows: when the brake pedal pushes the master cylinder to move, the master cylinder stroke sensor transmits displacement information of the master cylinder to the controller; the controller analyzes the master cylinder stroke to calculate the required torque of the servo motor at this moment; and the motor torque directly acts on the hydraulic circuit, to generate hydraulic pressure, and the hydraulic pressure is converted into wheel-end braking force. The leading representative of such system and the current mainstream product in the market is iBooster from Bosch. However, it can only meet the requirements for level 2 (L2) intelligent driving assistance. To meet requirements for level 3 (L3) and above autonomous driving, the ONE-BOX technical solution has to be used. Compared with the two-box technical solution, the ONE-BOX technical solution offers higher integration, lighter weight, higher energy recovery efficiency, longer range, shorter braking distance, lower cost, and higher safety. According to SAE J3016-201806 autonomous driving regulations, for the latest launched intelligent vehicles with level 3 (L3) or above driving automation, the braking system is required to be equipped not only with the existing auxiliary braking unit, but also with a redundant braking system for backup. In case that the original main braking system fails due to a certain special reason, the redundant braking system takes over the braking function of the integrated braking system, and executes all control input of the autonomous driving system. In the prior art, the main braking unit of the braking system includes pressure increasing valves connected between wheel cylinders, a redundant braking unit includes a redundant pressure buildup module for building up redundant pressure, and the output port of the redundant pressure buildup module is directly connected with each pressure increasing valve. To control communication between the output port of the redundant pressure buildup module and the wheel cylinders, a control valve should be arranged between the output port of the redundant pressure buildup module and each pressure increasing valve, so as to connect or disconnect the output port of the redundant pressure buildup module and increase the pressure, to further control whether the redundant pressure buildup module intervenes the braking of the wheel cylinders. It can be seen that the existing redundant braking unit and the main braking unit have internally intersecting or partially shared oil circuits. Therefore, complicated connecting oil circuits are usually required to be arranged between the redundant pressure buildup module and the pressure increasing valves, and multiple control valves must be installed on the corresponding oil circuits, which results in a complicated oil circuit structure for the whole braking system. The complicated oil circuit structure increases difficulty and cost of manufacturing, inspection, and maintenance. Additionally, the increase in the number of the 5 control valves results in high cost of the whole braking system. Summary of the Invention In view of the above, an objective of the present disclosure is to provide a vehicle 10 integrated braking and redundant braking system and a vehicle, to solve problems in the prior art that a complicated oil circuit structure of the whole braking system of a vehicle increases difficulty and cost of manufacturing, inspection, and maintenance, and additionally, the increase in the number of control valves results in high cost of the whole braking system. 15        The present disclosure solves the above technical problems by the following technical solutions. In a first aspect, the present disclosure discloses a vehicle integrated braking and redundant braking system, which includes an integrated braking unit, a redundant braking unit, a brake oil 20 reservoir assembly, and a plurality of wheel side brake assemblies. The integrated braking unit includes an integrated braking controller, a brake master cylinder, a brake pedal, and an integrated braking unit pressure buildup module; the brake master cylinder is connected with the brake pedal, and is communicated with the brake oil reservoir assembly; a displacement sensor is arranged on the brake master cylinder; the integrated braking unit pressure buildup 25 module is communicated with the brake oil reservoir assembly, and is also communicated with an integrated braking control valve; the integrated braking control valve is communicated with a plurality of integrated unit wheel end braking control valve groups; the integrated unit wheel end braking control valve groups are communicated with the wheel side brake assemblies; and the displacement sensor, the integrated braking control valve, the integrated unit wheel end 30 braking control valve groups, and the integrated braking unit pressure buildup module are all in communication connection with the integrated braking controller. The redundant braking unit includes a redundant braking controller and a redundant unit pressure buildup module; the redundant unit pressure buildup module is communicated with the brake oil reservoir assembly; the redundant unit pressure buildup module is communicated with a redundant unit pressure regulating valve group; the redundant unit pressure regulating valve group is communicated with a redundant braking control valve; the redundant braking control valve is communicated with the integrated unit wheel end braking control valve groups; and the redundant unit pressure buildup module, the redundant unit pressure regulating valve group, and the redundant braking control valve are all in communication connection with the redundant braking controller. Further, the integrated braking control valve includes a first integrated braking control valve, a second integrated braking control valve, and a third integrated braking control valve, two ends of the first integrated braking control valve are respectively communicated with the integrated braking unit pressure buildup module and part of integrated unit wheel end braking control valve groups, and two ends of the second integrated braking control valve are respectively communicated with the integrated braking unit pressure buildup module and the remaining integrated unit wheel end braking control valve groups; and two ends of the third integrated braking control valve are respectively communicated with the integrated braking unit pressure buildup module and the brake oil reservoir assembly. In the technical solution, the displacement sensor connected to the brake master cylinder feeds displacement information of the brake master cylinder back to the integrated braking controller, the integrated braking controller sends a motor current signal to the integrated braking unit pressure buildup module according to a set program instruction, and opens the first integrated braking control valve, the second integrated braking control valve, and the third integrated braking control valve, the integrated braking unit pressure buildup module acts on oil circuits to increase a pressure of the oil circuits, and the pressure arrives at the integrated unit wheel end braking control valve groups along pipelines and acts on caliper pistons of the wheel side brake assemblies, to push friction pads to clamp brake discs, thereby achieving a wheel side braking effect. Further, each wheel side brake assembly includes a brake caliper, a brake disc, a friction pad, and a wheel speed sensor, and the wheel speed sensor is in communication connection with the integrated braking controller. In the technical solution, a main function of each wheel side brake assembly is to convert a hydraulic force of the oil circuits into a braking force on the brake disc, so as to control a speed of the whole vehicle. In addition, the integrated braking controller monitors wheel speed information at a wheel side in real time through the wheel speed sensor, and controls the integrated unit wheel end braking control valve groups if 5 detecting a braking anomaly of a certain wheel, to allow a wheel speed to achieve a whole vehicle stabilizing effect; and if a certain position of each wheel side brake assembly fails, a pressure sensor in the pipelines detects which circuit has a pipeline problem, and the first integrated braking control valve and the second integrated braking control valve are controlled to open or close, to ensure a normal braking force of the whole vehicle. Further, the integrated braking unit further includes a pedal simulator; the pedal simulator is communicated with the brake master cylinder; a fourth integrated braking control valve is arranged on a communication pipeline between the petal simulator and the brake master cylinder; and the fourth integrated braking control valve and the pedal simulator are both in communication connection with the integrated braking controller. Through such configuration in the technical solution, in actual running control of this system, in a non-intelligent driving state, a driver actively manipulates the brake pedal. At this moment, the brake pedal is in a full decoupling state, the brake pedal, the brake master cylinder, and the pedal simulator can form a small feedback unit, and when the driver presses the brake pedal, the pedal simulator provides a counter acting force to the brake pedal, and the driver feels a whole vehicle braking effect through whole vehicle deceleration and pedal force feedback. Further, a number of the wheel side brake assemblies is four, and four wheel side brake assemblies are respectively arranged on four wheels of a vehicle. In the technical solution, each wheel side brake assembly is arranged on one of the four wheels, such that braking and stability of the vehicle are better. Further, each integrated unit wheel end braking control valve group includes a first wheel end braking pressure regulating valve, a second wheel end braking pressure regulating valve, and an integrated unit check valve; two ends of the integrated unit check valve are respectively communicated with two ends of the first wheel end braking pressure regulating valve through oil circuits; one end of the first wheel end braking pressure regulating valve is communicated with the wheel side brake assembly and the second wheel end braking pressure regulating valve; the other end of the first wheel end braking pressure regulating valve is communicated with the integrated braking unit pressure buildup module; and the other end of the second wheel end braking pressure regulating valve is communicated with the brake oil reservoir assembly. Further, the brake master cylinder is also communicated with the fourth integrated braking control valve, the fourth integrated braking control valve is communicated with four wheel end braking control valve groups, and the fourth integrated braking control valve is in communication connection with an integrated braking unit controller. When the whole vehicle is involved in an accident or is subjected to an extreme condition, the integrated braking unit and the redundant braking unit fail simultaneously, and the third integrated braking control valve and the third redundant braking control valve return to a closed state due to loss of control. At this moment, the driver can manually press the brake pedal, to cause the fourth integrated braking control valve to be opened, and the brake master cylinder is connected to the wheel side brake assemblies through the fourth integrated braking control valve and the four wheel end braking control valve groups, to decelerate and stop the whole vehicle, thereby ensuring a safety of the whole vehicle to the greatest extent possible under limited conditions. Further, the redundant braking unit further includes a first fluid reservoir and a second fluid reservoir; the redundant unit pressure regulating valve group includes a first redundant unit pressure regulating valve group and a second redundant unit pressure regulating valve group; the first fluid reservoir is respectively communicated with the brake oil reservoir assembly, the first redundant unit pressure regulating valve group, and the redundant unit pressure buildup module; the second fluid reservoir is respectively communicated with the brake oil reservoir assembly, the second redundant unit pressure regulating valve group, and the redundant unit pressure buildup module; and the first redundant unit pressure regulating valve group and the second redundant unit pressure regulating valve group are both in communication connection with the redundant braking controller. In the technical solution, the first fluid reservoir and the second fluid reservoir have functions of storing partial pressure of the pipelines and supplementing a fluid to the oil circuits under some special conditions; and the first redundant unit pressure regulating valve group and the second redundant unit pressure regulating valve group can respectively control the plurality of wheel side brake assemblies. Further, the redundant braking control valve includes a first redundant braking control valve, a second redundant braking control valve, and a third redundant braking control valve; the first redundant braking control valve is communicated between the first redundant unit pressure regulating valve group and part of integrated unit wheel end braking control valve groups; the second redundant braking control valve is communicated between the second 7 redundant unit pressure regulating valve group and the remaining integrated unit wheel end braking control valve groups; the third redundant braking control valve is communicated with a communication pipeline between the brake oil reservoir assembly and the first fluid reservoir and the second fluid reservoir; and the first redundant braking control valve, the second redundant braking control valve, and the third redundant braking control valve are all in communication connection with the redundant braking controller. Further, the first redundant unit pressure regulating valve group includes a first redundant pressure regulating valve, a second redundant pressure regulating valve, and a first redundant unit check valve; one end of the first redundant pressure regulating valve is communicated with the first fluid reservoir and the third redundant braking control valve, and the other end of the first redundant pressure regulating valve is communicated with the first redundant braking control valve; one end of the second redundant pressure regulating valve is communicated with the first fluid reservoir, and the other end of the second redundant pressure regulating valve is communicated with the first redundant braking control valve; two ends of the first redundant unit check valve are respectively communicated with two ends of the first redundant pressure regulating valve; and the first redundant pressure regulating valve, the second redundant pressure regulating valve, and the first redundant unit check valve are all in communication connection with the redundant braking controller. Further, the second redundant unit pressure regulating valve group includes a third redundant pressure regulating valve, a fourth redundant pressure regulating valve, and a second redundant unit check valve; one end of the third redundant pressure regulating valve is communicated with the second fluid reservoir and the third redundant braking control valve, and the other end of the third redundant pressure regulating valve is communicated with the second redundant braking control valve; one end of the fourth redundant pressure regulating valve is communicated with the second fluid reservoir, and the other end of the fourth redundant pressure regulating valve is communicated with the second redundant braking control valve; two ends of the second redundant unit check valve are respectively communicated with two ends of the third redundant pressure regulating valve; and the third redundant pressure regulating valve, the fourth redundant pressure regulating valve, and the second redundant unit check valve are all in communication connection with the redundant braking controller. Further, the brake oil reservoir assembly includes an oil reservoir body and a brake fluid level sensor, and the brake fluid level sensor is arranged inside the oil reservoir body and is electrically connected with a fluid level alarm. In the technical solution, the oil reservoir body has a function of storing a brake fluid required by the whole system, to ensure consumption required by operation of the whole system and consumption of friction pads at wheel sides; and moreover, serving as a channel for connecting the whole system and atmosphere, the oil reservoir body ensures that the brake fluid can flow normally in the oil circuits. When the brake fluid in the oil reservoir body is consumed to a certain volume, the brake fluid level sensor can transmit a signal to the fluid level alarm, and the fluid level alarm prompts a user to add the brake fluid. When some structures in the system leak the brake fluid and the brake fluid level is reduced to some extent, the fluid level alarm gives an alarm timely. In a second aspect, the present disclosure also discloses a vehicle, which includes a vehicle body and the vehicle integrated braking and redundant braking system. The vehicle integrated braking and redundant braking system and the vehicle of the present disclosure have the following advantages. 1. When the vehicle integrated braking and redundant braking system of the present disclosure is in a non-intelligent driving state, the driver actively presses the brake pedal, the displacement sensor on the brake master cylinder feeds the displacement information of the brake master cylinder back to the integrated braking controller, the integrated braking controller sends the motor current signal to the integrated braking unit pressure buildup module according to the set program instruction, and opens the first integrated braking control valve, the second integrated braking control valve, and the third integrated braking control valve, the integrated braking unit pressure buildup module acts on the oil circuits to increase the pressure of the oil circuits, and the pressure arrives at the integrated unit wheel end braking control valve groups along the pipelines and acts on the caliper pistons of the wheel side brake assemblies to push the friction pads to clamp the brake discs, thereby achieving the wheel side braking effect. In a level 3 (L3) or above intelligent driving mode, the driver does not take over braking operation of the whole vehicle; at this moment, the stability of the whole vehicle in the running process is fully controlled by the integrated braking unit; the first integrated braking control valve, the second integrated braking control valve, and the third integrated braking control valve are all opened, the integrated braking unit pressure buildup module is always in a standby state, and the integrated braking controller controls all components of the integrated braking unit to work, to ensure normal driving braking of the whole vehicle; and an oil circuit structure of the whole system is more simple, such that manufacturing, inspection, and maintenance of the whole system are more convenient and costs are lower. 2. For the system of the present disclosure, when the integrated braking unit pressure buildup module or the integrated braking controller in the integrated braking unit fails, the redundant braking controller receives whole vehicle information and detects a system failure, and the redundant braking unit actively intervenes braking of the whole vehicle. At this moment, the first integrated braking control valve, the second integrated braking control valve, and the third integrated braking control valve are in a closed state due to loss of control, the redundant braking controller controls the first redundant braking control valve, the second redundant braking control valve, and the third redundant braking control valve to open, and the redundant unit pressure buildup module works to control the pressure of the pipelines, such that a braking force of the whole vehicle is restored to a normal operating state. At this moment, the system prompts the driver of a failure of the braking system, and the driver can actively take over control of the whole vehicle, keeping the whole vehicle in a safe and controllable range and enhancing overall safety. 3. For the vehicle integrated braking and redundant braking system, when the vehicle is involved in an accident or is subjected to an extreme condition, if the integrated braking unit and the redundant braking unit fail simultaneously, the third integrated braking control valve and the third redundant braking control valve return to a closed state due to loss of control; and at this moment, the driver also can manually press the brake pedal, to cause the fourth integrated braking control valve to be opened, and the brake master cylinder is connected to the wheel side brake assemblies through the fourth integrated braking control valve and the four wheel end braking control valve groups, to decelerate and eventually stop the whole vehicle. This ensures, to the greatest extent possible under limited conditions, the safety of the vehicle. Brief Description of the Drawings Fig. 1 is a schematic diagram of a structural connection relationship of a vehicle integrated braking and redundant braking system according to the present disclosure; Fig. 2 is a schematic diagram of a structural connection relationship of an integrated braking unit, a brake oil reservoir assembly, and wheel side brake assemblies in Fig. 1; and Fig. 3 is a schematic diagram of a structural connection relationship of a redundant braking unit in Fig. 1. In the figures, 1: integrated braking unit, 2: redundant braking unit, 3: brake oil reservoir assembly, 4: wheel side brake assembly, 11: brake master cylinder, 12: integrated braking unit pressure buildup module, 13: first integrated braking control valve, 14: second integrated braking control valve, 15: integrated unit wheel end braking control valve group, 16: integrated unit check valve, 17: main braking unit oil pipeline, 18: third integrated braking control valve, 19: pedal simulator, 151: first wheel end braking pressure regulating valve, 152: second wheel end braking pressure regulating valve, 191: fourth integrated braking control valve, 21: redundant unit pressure buildup module, 22: first redundant braking control valve, 23: second redundant braking control valve, 24: redundant braking oil pipeline, 25: first redundant pressure regulating valve, 26: second redundant pressure regulating valve, 27: first fluid reservoir, 271: second fluid reservoir, 28: third redundant braking control valve, 29: first redundant unit check valve, 291: second redundant unit check valve, 251: third redundant pressure regulating valve, 261: fourth redundant pressure regulating valve, 31: first outlet of an oil reservoir, and 32: second outlet of the oil reservoir. Detailed Description of the Embodiments The present disclosure will be further described below with reference to the drawings and specific embodiments. The implementations of the present disclosure are described below with specific embodiments, and those skilled in the art may understand the advantages and effects of the present disclosure according to the content disclosed by the description. It should be noted that the drawings provided in the following embodiments are only for illustrative description, only represent schematic diagrams rather than real pictures, and should not be understood as limitations to the present disclosure. For better description of the embodiments of the present disclosure, some components in the figures may be omitted, enlarged, or reduced, and do not represent dimensions of a real product; and for those skilled in the art, it may be understood that some well-known structures and their description may be omitted. The same or similar reference numerals in the drawings of the embodiments of the present disclosure correspond to the same or similar component. In the description of the present disclosure, it should be understood that orientations or positional relationships indicated by terms “upper”, “lower”, “left”, “right”, “front”, “back”, and the like are based on the orientations or positional relationships shown in the drawings, only for facilitating description of the present disclosure and simplifying the description, rather than indicating or implying that the devices or elements must have specific orientations or must be constructed and operated in specific orientations. Therefore, the terms for describing the positional relationships in the drawings are only for illustrative description and may not be interpreted as limitations to the present disclosure. For those of ordinary skill in the art, the specific meanings of the above terms may be understood in specific situations. Embodiment 1 As shown in Fig. 1 to Fig. 2, the embodiment provides a vehicle integrated braking and redundant braking system, which includes an integrated braking unit 1, a redundant braking unit 2, a brake oil reservoir assembly 3, and four wheel side brake assemblies 4. The four wheel side brake assemblies 4 are respectively arranged on four wheels of a vehicle. The brake oil reservoir assembly 3 includes an oil reservoir body and a brake fluid level sensor. The brake fluid level sensor is arranged inside the oil reservoir body and is electrically connected with a fluid level alarm. A first outlet of an oil reservoir 31 and a second outlet of the oil reservoir 32 are formed on the brake oil reservoir body; and each wheel side brake assembly 4 includes a brake caliper, a brake disc, a friction pad, and a wheel speed sensor in the prior art. The integrated braking unit 1 includes an integrated braking controller, a pedal simulator 19, a brake master cylinder 11, a brake pedal 5, and an integrated braking unit pressure buildup module 12. The brake master cylinder 11 is connected with the brake pedal 5, and is communicated with the brake oil reservoir assembly 3; a displacement sensor is arranged on the brake master cylinder 11; the integrated braking unit pressure buildup module 12 is communicated with the brake oil reservoir assembly 3, and is also communicated with an integrated braking control valve; the integrated braking control valve is communicated with a plurality of integrated unit wheel end braking control valve groups 15; the integrated unit wheel end braking control valve groups 15 are communicated with the wheel side brake assemblies 4; and the wheel speed sensor, the displacement sensor, the integrated braking control valve, the integrated unit wheel end braking control valve groups, and the integrated braking unit pressure buildup module 12 are all in communication connection with the integrated braking controller. The integrated braking control valve of the embodiment includes a first integrated braking control valve 13, a second integrated braking control valve 14, and a third integrated braking control valve 18. Two ends of the first integrated braking control valve 13 are respectively communicated with the integrated braking unit pressure buildup module 12 and two of the integrated unit wheel end braking control valve groups 15. Two ends of the second integrated braking control valve 14 are respectively communicated with the integrated braking unit pressure buildup module 12 and the remaining two integrated unit wheel end braking control valve groups 15. Two ends of the third integrated braking control valve 18 are respectively communicated with the integrated braking unit pressure buildup module 12 and the brake oil reservoir assembly 3. The pedal simulator 19 is communicated with the brake master cylinder 11; a fourth integrated braking control valve 191 is arranged on a communication pipeline between the petal simulator 19 and the brake master cylinder 11; and the fourth integrated braking control valve 191 and the pedal simulator 19 are both in communication connection with the integrated braking controller. Each integrated unit wheel end braking control valve group 15 includes a first wheel end braking pressure regulating valve 151, a second wheel end braking pressure regulating valve 152, and an integrated unit check valve 16; two ends of the integrated unit check valve 16 are respectively communicated with two ends of the first wheel end braking pressure regulating valve 151 through oil circuits; one end of the first wheel end braking pressure regulating valve 151 is communicated with the wheel side brake assembly 4 and the second wheel end braking pressure regulating valve 152; the other end of the first wheel end braking pressure regulating valve 151 is communicated with the integrated braking unit pressure buildup module 12; and the other end of the second wheel end braking pressure regulating valve 152 is communicated with the brake oil reservoir assembly 3. Moreover, the brake master cylinder 11 is also communicated with the fourth integrated braking control valve 191, the fourth integrated braking control valve 191 is communicated with four wheel end braking control valve groups 15, and the fourth integrated braking control valve 191 is in communication connection with an integrated braking unit controller. The redundant braking unit 2 includes a redundant braking controller and a redundant unit pressure buildup module 21; the redundant unit pressure buildup module 21 is communicated with the brake oil reservoir assembly 3, and a communication pipeline is a redundant braking oil pipeline 24; the redundant unit pressure buildup module 21 is communicated with a redundant unit pressure regulating valve group; the redundant unit pressure regulating valve group is communicated with a redundant braking control valve; the redundant braking control valve is communicated with the integrated unit wheel end braking control valve groups; and the redundant unit pressure buildup module 21, the redundant unit pressure regulating valve group, and the redundant braking control valve are all in communication connection with the redundant braking controller. The redundant braking unit 2 further includes a first fluid reservoir 27 and a second fluid reservoir 271; the redundant unit pressure regulating valve group includes a first redundant unit pressure regulating valve group and a second redundant unit pressure regulating valve group; the first fluid reservoir 27 is respectively communicated with the brake oil reservoir assembly 3, the first redundant unit pressure regulating valve group, and the redundant unit pressure buildup module 21; the second fluid reservoir 271 is respectively communicated with the brake oil reservoir assembly 3, the second redundant unit pressure regulating valve group, and the redundant unit pressure buildup module 21; and the first redundant unit pressure regulating valve group and the second redundant unit pressure regulating valve group are both in communication connection with the redundant braking controller. The redundant braking control valve includes a first redundant braking control valve 22, a second redundant braking control valve 23, and a third redundant braking control valve 28; the first redundant braking control valve 22 is communicated between the first redundant unit pressure regulating valve group and part of integrated unit wheel end braking control valve groups 15; the second redundant braking control valve 23 is communicated between the second redundant unit pressure regulating valve group and the remaining integrated unit wheel end braking control valve groups 15, and a communication pipeline therebetween is a main braking unit oil pipeline 17; the third redundant braking control valve 28 is communicated with a communication pipeline between the brake oil reservoir assembly 3 and the first fluid reservoir 27 and the second fluid reservoir 271; and the first redundant braking control valve 22, the second redundant braking control valve 23, and the third redundant braking control valve 28 are all in communication connection with the redundant braking controller. The first redundant unit pressure regulating valve group includes a first redundant pressure regulating valve 25, a second redundant pressure regulating valve 26, and a first redundant unit check valve 29; one end of the first redundant pressure regulating valve 25 is communicated with the first fluid reservoir 27 and the third redundant pressure regulating valve 28, and the other end of the first redundant pressure regulating valve 25 is communicated with the first redundant braking control valve 22; one end of the second redundant pressure regulating valve 26 is communicated with the first fluid reservoir 27, and the other end of the second redundant pressure regulating valve 26 is communicated with the first redundant braking control valve 22; two ends of the first redundant unit check valve 29 are respectively communicated with two ends of the first redundant pressure regulating valve 25; and the first redundant pressure regulating valve 25, the second redundant pressure regulating valve 26, and the first redundant unit check valve 29 are all in communication connection with the redundant braking controller. The second redundant unit pressure regulating valve group includes a third redundant pressure regulating valve 251, a fourth redundant pressure regulating valve 261, and a second redundant unit check valve 291; one end of the third redundant pressure regulating valve 251 is communicated with the second fluid reservoir 271 and the third redundant braking control valve 28, and the other end of the third redundant pressure regulating valve 251 is communicated with the second redundant braking control valve 23; one end of the fourth redundant pressure regulating valve 261 is communicated with the second fluid reservoir 271, and the other end of the fourth redundant pressure regulating valve 261 is communicated with the second redundant braking control valve 23; two ends of the second redundant unit check valve 291 are respectively communicated with two ends of the third redundant pressure regulating valve 251; and the third redundant pressure regulating valve 251, the fourth redundant pressure regulating valve 261, and the second redundant unit check valve are all in communication connection with the redundant braking controller. A control method for the vehicle integrated braking and redundant braking system of the present disclosure is as follows: the brake oil reservoir 3 is connected with the integrated braking unit 1 and the redundant braking unit 2; the brake master cylinder 11 is connected with the pedal simulator 19 and a front circuit; the integrated braking unit pressure buildup module 12 is connected with the first integrated braking control valve 13 and the second integrated braking control valve 14; the first integrated braking control valve 13 and the second integrated braking control valve 14 are respectively connected with two integrated unit wheel end braking control valve groups 15; and one of the integrated unit wheel end braking control valve groups 15 controls one of the wheel side brake assemblies 4. The redundant braking unit 2 is connected with the brake oil reservoir assembly 3; the redundant unit pressure buildup module 21 is connected with the first redundant pressure regulating valve 25, the second redundant pressure regulating valve 26, the third redundant pressure regulating valve 251, and the fourth redundant pressure regulating valve 261; then the first redundant pressure regulating valve 25 and the second redundant pressure regulating valve 26 are connected with the first redundant braking control valve 22; and the third redundant pressure regulating valve 251 and the fourth redundant pressure regulating valve 261 are connected with the second redundant braking control valve 23. In actual running control of this system, in a non-intelligent driving state, a driver actively manipulates the brake pedal 5. At this moment, the brake pedal 5 is in a full decoupling state, the brake pedal 5, the brake master cylinder 11, and the pedal simulator 19 can form a small feedback unit, and when the driver presses the brake pedal 5, the pedal simulator 19 provides a counter acting force to the brake pedal 5, and the driver feels a whole vehicle braking effect through whole vehicle deceleration and pedal 5 force feedback. The displacement sensor connected to the brake master cylinder 11 feeds displacement information of the brake master cylinder back to the integrated braking controller, the integrated braking controller sends a motor current signal to the integrated braking unit pressure buildup module 12 according to a set program instruction, and opens the first integrated braking control valve 13, the second integrated braking control valve 14, and the third integrated braking control valve 18, the integrated braking unit pressure buildup module 12 acts on the oil circuits to increase the pressure of the oil circuits, and the pressure arrives at the integrated unit wheel end braking control valve groups 15 along pipelines and acts on caliper pistons of the wheel side brake assemblies 4, to push friction pads to clamp brake discs, thereby achieving a wheel side braking effect. In addition, the integrated braking controller monitors wheel speed information at a wheel side in real time through the wheel speed sensor, and controls the integrated unit wheel end braking control valve groups 15 if detecting a braking anomaly of a certain wheel, to allow a wheel speed to achieve a whole vehicle stabilizing effect. If a certain position of each wheel side brake assembly 4 fails, a pressure sensor in the pipelines detects which circuit has a pipeline problem, and the first integrated braking control valve 13 and the second integrated braking control valve 14 are controlled to open or close, to ensure a normal braking force of the whole vehicle. In a level 3 (L3) or above intelligent driving mode, the driver does not take over braking operation of the whole vehicle; at this moment, the stability of the whole vehicle in the running process is fully controlled by the integrated braking unit 1; and the first integrated braking control valve 13, the second integrated braking control valve 14, and the third integrated braking control valve 18 are all opened, the integrated braking unit pressure buildup module 12 is always in a standby state, and the integrated braking controller controls all components of the integrated braking unit 1 to work, to ensure normal driving braking of the whole vehicle. In the integrated braking unit 1, when the integrated braking unit pressure buildup module 12 or the integrated braking controller fails, the redundant braking controller receives whole vehicle information and detects a system failure, and the redundant braking unit actively intervenes braking of the whole vehicle. At this moment, the first integrated braking control valve 13, the second integrated braking control valve 14, and the third integrated braking control valve 18 are in a closed state due to loss of control, the redundant braking controller controls the first redundant braking control valve 22, the second redundant braking control valve 23, and the third redundant braking control valve 28 to open, and the redundant unit pressure buildup module 21 works to control the pressure of the pipelines, such that a braking force of the whole vehicle is restored to a normal operating state. At this moment, the system prompts the driver of a failure of the braking system, and the driver can actively take over control of the whole vehicle, keeping the whole vehicle in a safe and controllable range. When the whole vehicle is involved in an accident or is subjected to an extreme condition, the integrated braking unit 1 and the redundant braking unit 2 fail simultaneously, and the third integrated braking control valve 18 and the third redundant braking control valve 28 return to a closed state due to loss of control. At this moment, the driver can manually press the brake pedal 5 which is connected to each wheel side brake assembly 4 through the brake master cylinder 11, to decelerate and stop the whole vehicle. The safety of the whole vehicle is ensured to the greatest extent possible under limited conditions. Embodiment 2 The embodiment provides a vehicle, which includes a vehicle body and the vehicle integrated braking and redundant braking system according to Embodiment 1. The braking system of the vehicle is simple and has low maintenance cost. The above embodiments are only for describing the technical solutions of the present disclosure, rather than restricting the present disclosure; and although the present disclosure is described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that they can make modifications or equivalent replacements to the technical solutions of the present disclosure without departing from the spirit and scope of the technical solutions of the present disclosure, and these modifications or equivalent replacements shall fall within the scope of the claims of the present disclosure. Techniques, shapes, and construction parts that are not described in detail in the present disclosure are the prior art. It should be indicated that “an embodiment”, “embodiment”, “some optional embodiments”, “demonstrative embodiments”, “some embodiments”, and the like represent that the embodiments may include specific features, structures, or characteristics, but not every embodiment necessarily includes the specific features, structures, or characteristics. In addition, such phrase may not refer to the same embodiment. Moreover, when the specific features, structures, or characteristics are described in combination with the embodiments, the features, structures, or characteristics may be implemented in combination with other embodiments, whether explicitly described or not, within the knowledge scope of those skilled in the art. It should be easily understood that the terms “on”, “above”, and “over” used herein shall be interpreted in a broadest possible sense. Specifically, the term “on” not only includes being “directly on something” but also includes being “on something with one or more intermediate features or layers therebetween”, and the term “above” or “over” not only includes situations in which one component is above or over another component with intermediate features or layers therebetween, but also includes situations in which one component is directly above or over another component without any intermediate feature or layer (i.e., directly on something). In addition, spatial relative terms such as “below”, “beneath”, “lower”, “above”, “upper”, and the like may be used herein for facilitating description of the relationship of an element or a feature relative to another element or feature as shown in the figures. The spatial relative terms mean to include different orientations of devices during use or operation, except orientations shown in the drawings. A device may have other orientations (rotated by 90 degrees or in other orientations), and the spatial relative terms used herein shall be interpreted accordingly. It should be noted that relational terms such as “first” and “second” herein are only for distinguishing one entity or operation from another entity or operation, and do not necessarily require or imply any actual relation or sequence between these entities or operations. Moreover, terms “comprise”, “include”, and any other variations mean to cover nonexclusive containment, such that a process, method, article, or device, which includes a series of elements, not only include those elements, but also include other elements not definitely listed, or include inherent 2023438798   29 Sep 2026 elements of such process, method, article, or device. Without more limitations, an element defined by the phrase “including a / an...” does not exclude the presence of additional identical elements in the process, method, article, or device that includes the element. 5 Finally, it should be noted that the above embodiments are only for describing the technical solutions of the present disclosure, rather than restricting the present disclosure; and although the present disclosure is described in detail with reference to the above-mentioned embodiments, those of ordinary skill in the art should understand that they can still make modifications to the technical solutions recorded in the embodiments or make equivalent replacements on partial or 10 all technical features therein without departing from the scope of the technical solutions of the embodiments of the present disclosure. The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement or any form of suggestion that such prior art forms part of the common 15 general knowledge.

Claims

1. A vehicle integrated braking and redundant braking system, comprising an integrated braking unit, a redundant braking unit, a brake oil reservoir assembly, and a plurality of wheel side brake assemblies, wherein the integrated braking unit comprises an integrated braking controller, a brake master cylinder, a brake pedal, and an integrated braking unit pressure buildup module; the brake master cylinder is connected with the brake pedal, and is communicated with the brake oil reservoir assembly; a displacement sensor is arranged on the brake master cylinder; the integrated braking unit pressure buildup module is communicated with the brake oil reservoir assembly, and is also communicated with an integrated braking control valve; the integrated braking control valve is communicated with a plurality of integrated unit wheel end braking control valve groups; the integrated unit wheel end braking control valve groups are communicated with the wheel side brake assemblies; the displacement sensor, the integrated braking control valve, the integrated unit wheel end braking control valve groups, and the integrated braking unit pressure buildup module are all in communication connection with the integrated braking controller; the redundant braking unit comprises a redundant braking controller and a redundant unit pressure buildup module; the redundant unit pressure buildup module is communicated with the brake oil reservoir assembly; the redundant unit pressure buildup module is communicated with a redundant unit pressure regulating valve group; the redundant unit pressure regulating valve group is communicated with a redundant braking control valve; the redundant braking control valve is communicated with the integrated unit wheel end braking control valve groups; and the redundant unit pressure buildup module, the redundant unit pressure regulating valve group, and the redundant braking control valve are all in communication connection with the redundant braking controller;wherein the integrated braking control valve comprises a first integrated braking control valve, a second integrated braking control valve, and a third integrated braking control valve, two ends of the first integrated braking control valve are respectively communicated with the integrated braking unit pressure buildup module and part of integrated unit wheel end braking2023438798   29 Sep 2026control valve groups, and two ends of the second integrated braking control valve are respectively communicated with the integrated braking unit pressure buildup module and the remaining integrated unit wheel end braking control valve groups; and two ends of the third integrated braking control valve are respectively communicated with the integrated braking unit pressure buildup module and the brake oil reservoir assembly;wherein the redundant braking unit further comprises a first fluid reservoir and a second fluid reservoir; the redundant unit pressure regulating valve group comprises a first redundant unit pressure regulating valve group and a second redundant unit pressure regulating valve group; the first fluid reservoir is respectively communicated with the brake oil reservoir assembly, the first redundant unit pressure regulating valve group, and the redundant unit pressure buildup module; the second fluid reservoir is respectively communicated with the brake oil reservoir assembly, the second redundant unit pressure regulating valve group, and the redundant unit pressure buildup module; and the first redundant unit pressure regulating valve group and the second redundant unit pressure regulating valve group are both in communication connection with the redundant braking controller; andwherein the redundant braking control valve comprises a first redundant braking control valve, a second redundant braking control valve, and a third redundant braking control valve; the first redundant braking control valve is communicated between the first redundant unit pressure regulating valve group and part of integrated unit wheel end braking control valve groups; the second redundant braking control valve is communicated between the second redundant unit pressure regulating valve group and the remaining integrated unit wheel end braking control valve groups; the third redundant braking control valve is communicated with a communication pipeline between the brake oil reservoir assembly and the first fluid reservoir and the second fluid reservoir; and the first redundant braking control valve, the second redundant braking control valve, and the third redundant braking control valve are all in communication connection with the redundant braking controller.2023438798   29 Sep 20262. The vehicle integrated braking and redundant braking system according to claim 1, wherein each wheel side brake assembly comprises a brake caliper, a brake disc, a friction pad, and a wheel speed sensor, and the wheel speed sensor is in communication connection with the integrated braking controller.

3. The vehicle integrated braking and redundant braking system according to claim 2, wherein the integrated braking unit further comprises a pedal simulator; the pedal simulator is communicated with the brake master cylinder; a fourth integrated braking control valve is arranged on a communication pipeline between the petal simulator and the brake master cylinder; and the fourth integrated braking control valve and the pedal simulator are both in communication connection with the integrated braking controller.

4. The vehicle integrated braking and redundant braking system according to claim 3, wherein a number of the wheel side brake assemblies is four, and four wheel side brake assemblies are respectively arranged on four wheels of a vehicle.

5. The vehicle integrated braking and redundant braking system according to claim 4, wherein each integrated unit wheel end braking control valve group comprises a first wheel end braking pressure regulating valve, a second wheel end braking pressure regulating valve, and an integrated unit check valve; two ends of the integrated unit check valve are respectively communicated with two ends of the first wheel end braking pressure regulating valve through oil circuits; one end of the first wheel end braking pressure regulating valve is communicated with the wheel side brake assembly and the second wheel end braking pressure regulating valve; the other end of the first wheel end braking pressure regulating valve is communicated with the integrated braking unit pressure buildup module; and the other end of the second wheel end braking pressure regulating valve is communicated with the brake oil reservoir assembly.

6. The vehicle integrated braking and redundant braking system according to claim 4,2023438798   29 Sep 2026wherein the brake master cylinder is also communicated with the fourth integrated braking control valve, the fourth integrated braking control valve is communicated with four wheel end braking control valve groups, and the fourth integrated braking control valve is in communication connection with an integrated braking unit controller.

7. The vehicle integrated braking and redundant braking system according to claim 1, wherein the first redundant unit pressure regulating valve group comprises a first redundant pressure regulating valve, a second redundant pressure regulating valve, and a first redundant unit check valve; one end of the first redundant pressure regulating valve is communicated with the first fluid reservoir and the third redundant braking control valve, and the other end of the first redundant pressure regulating valve is communicated with the first redundant braking control valve; one end of the second redundant pressure regulating valve is communicated with the first fluid reservoir, and the other end of the second redundant pressure regulating valve is communicated with the first redundant braking control valve; two ends of the first redundant unit check valve are respectively communicated with two ends of the first redundant pressure regulating valve; and the first redundant pressure regulating valve, the second redundant pressure regulating valve, and the first redundant unit check valve are all in communication connection with the redundant braking controller.

8. The vehicle integrated braking and redundant braking system according to claim 7, wherein the second redundant unit pressure regulating valve group comprises a third redundant pressure regulating valve, a fourth redundant pressure regulating valve, and a second redundant unit check valve; one end of the third redundant pressure regulating valve is communicated with the second fluid reservoir and the third redundant braking control valve, and the other end of the third redundant pressure regulating valve is communicated with the second redundant braking control valve; one end of the fourth redundant pressure regulating valve is communicated with the second fluid reservoir, and the other end of the fourth redundant pressure regulating valve is communicated with the second redundant braking control valve;2023438798   29 Sep 2026two ends of the second redundant unit check valve are respectively communicated with two ends of the third redundant pressure regulating valve; and the third redundant pressure regulating valve, the fourth redundant pressure regulating valve, and the second redundant unit check valve are all in communication connection with the redundant braking controller.

9. The vehicle integrated braking and redundant braking system according to claim 1, wherein the brake oil reservoir assembly comprises an oil reservoir body and a brake fluid level sensor, and the brake fluid level sensor is arranged inside the oil reservoir body and is electrically connected with a fluid level alarm.

10. A vehicle, comprising a vehicle body and the vehicle integrated braking and redundant braking system according to any one of claims 1 to 9.

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