Control method, braking system and control unit thereof

Abstract

The present disclosure provides a control unit for a braking system of a vehicle, wherein the braking system includes a first braking system based on electronic stability control and a second braking system based on an electronically controlled booster, wherein the control unit is configured to: detect a signal associated with a state of the first braking system; determine that there is a fault in the first braking system if a fault signal is detected in the signal, the fault signal including a fault code; determine the type of the fault based on the fault code of the fault signal; and if the type of the fault is a type of fault that tends to cause a loss of the vehicle's lateral stability control function, control a control logic signal and / or a power supply signal to be provided from the second braking system to the first braking system.

Description

Technical Field

[0001] The present disclosure generally relates to the technical field of vehicle control, and more particularly to a control unit for a braking system of a vehicle, a braking system of a vehicle, and a method for controlling a braking system. Background Art

[0002] Today, vehicles include various vehicle control systems, such as electronic stability control systems, adaptive cruise control systems, collision avoidance systems, and the like. These vehicle control systems automatically apply vehicle brakes to control vehicle stability, such as the vehicle's speed and trajectory. The vehicle control system is operated by one or more electronic control units (ECUs) configured to receive input from sensors and control components of the vehicle, such as the vehicle's brakes.

[0003] Typically, a master ECU (e.g., the ECU for the stability control system) is directly coupled to the vehicle's wheel speed sensors, thereby controlling each wheel. In the event of a failure in the master ECU, the slave ECU (e.g., the ECU for the brake booster) will be unable to control each wheel. However, individual control of each wheel is essential for lateral stability control of the vehicle. As a result, the human driver has to manually apply the brakes in order to safely stop or control the vehicle. However, in high-level autonomous driving, the human driver may not be able to manually brake in time. In such a case, the vehicle will lose lateral stability control and cause an accident. Summary of the Invention

[0004] In view of the above-mentioned problems in the prior art, the present disclosure aims to provide a technical solution for redundant lateral stability control of a vehicle.

[0005] According to an embodiment of the first aspect of the present disclosure, a control unit for a braking system of a vehicle is provided, wherein the braking system includes a first braking system based on electronic stability control and a second braking system based on an electronically controlled booster, and the control unit is configured to: detect a signal associated with a state of the first braking system; determine that there is a fault in the first braking system if a fault signal is detected in the signal, the fault signal including a fault code; determine the type of the fault based on the fault code of the fault signal; and if the type of the fault is a type of fault that tends to cause loss of the vehicle's lateral stability control function, control a control logic signal and / or a power supply signal from the second braking system to the first braking system.

[0006] According to an embodiment of the second aspect of the present disclosure, a braking system of a vehicle is provided, the braking system comprising: a first braking system based on electronic stability control, comprising a wheel cylinder, a valve coupled to the wheel cylinder, a first power supply and a first controller; a second braking system based on an electronically controlled booster, comprising a master cylinder fluidly coupled to the wheel cylinder, a second power supply and a second controller connected to the first controller via a communication link; and the control unit mentioned above, the control unit being configured to control a control logic signal to be provided from the second controller to the first controller via the first signal line and / or control a power supply signal to be provided from the second power supply to the first power supply via the second signal line based on a signal transmitted on the communication link, when the control unit detects that the first braking system has failed and has lost lateral stability control.

[0007] According to an embodiment of the third aspect of the present disclosure, a method for controlling a braking system is provided, wherein the braking system includes a first braking system based on electronic stability control and a second braking system based on an electronically controlled booster. Optionally, the method is executed by the control unit as described above and / or by the system as described in claim 13, and the method includes the following steps: detecting a signal associated with the state of the first braking system; if a fault signal is detected in the signal, determining that there is a fault in the first braking system, the fault signal including a fault code; determining the type of the fault based on the fault code of the fault signal; and if the type of the fault is a fault type that tends to cause the loss of the vehicle's lateral stability control function, controlling a control logic signal and / or a power supply signal from the second braking system to the first braking system.

[0008] According to an embodiment of the fourth aspect of the present disclosure, a computer-readable storage medium is provided, in which instructions are stored. When the instructions are executed by a processor, the method as described above can be executed. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 2 is a schematic diagram of a braking system according to a possible embodiment of the present disclosure, wherein the braking system includes a first braking system and a second braking system.

[0010] Figure 2 and Figure 3 It shows Figure 1 Schematic diagram of an embodiment of a brake system of a first brake system and a second brake system.

[0011] Figure 4 is an exemplary process for redundant lateral stability control according to one possible implementation of the present disclosure.

[0012] Figure 5is a schematic flow chart of a method for controlling a braking system according to a possible embodiment of the present disclosure. DETAILED DESCRIPTION

[0013] The present disclosure will now be discussed with reference to various exemplary embodiments. It should be understood that the discussion of these embodiments is only intended to enable those skilled in the art to better understand and thereby implement examples of the present disclosure, rather than to teach any limitation on the scope of the present disclosure.

[0014] Hereinafter, some possible embodiments of the brake system according to the present disclosure will be described.

[0015] like Figure 1 As shown, according to a possible implementation of the present disclosure, the braking system 100 mainly includes a first braking system 10 (eg, a main braking system) and a second braking system 20 (eg, a slave braking system).

[0016] The first braking system 10 is a vehicle stability control system. It primarily includes a first power source 11, a first controller 12, and a first brake unit 13. The second braking system 20 is an electronically controlled booster system. It primarily includes a second power source 21, a second controller 22, and a second brake unit 23.

[0017] The first controller 12 is communicatively coupled to the second controller 22 via a communication link 30. The communication link 30 may be a data bus, a wired connection, a wireless connection, or an optical connection that enables the two controllers to communicate with each other, for example, using a network communication protocol (e.g., the CAN protocol). In one embodiment, the communication link is a controller area network bus (e.g., Figure 2 ) or a deterministic communication bus such as an in-vehicle network (FlexRay). The first controller 12 and the second controller 22 can be synchronized and synchronously exchange information on a communication link 30. Signals associated with the status of the first brake system 10 are transmitted on the communication link 30, thereby allowing the second controller 22 to monitor the status of the first brake system 10 by detecting the signals on the communication link 30.

[0018] The first controller 12 may also be connected to the second controller 22 via a first signal line 31. The first signal line 31 may be used to send a control logic signal from the second controller 22 to the first controller 12 when the control logic of the first controller 12 fails. In one embodiment, the first controller 12 is connected to the second controller 22 via a communication interface (e.g., an SPI interface or a HET interface) and via the first signal line 31.

[0019] The first power source 11 is independent of the second power source 21. The first power source 11 provides power for the first brake system 10, and the second power source 21 provides power for the second brake system 20. In other words, the power supply for the first brake system 10 is independent of the power supply for the second brake system 20. The first power source 11 can be connected to the second power source 21 via a second signal line 32, which can be used to provide a power signal from the second power source 21 to the first power source 11 in the event that the first power source 11 fails.

[0020] Optionally, the braking system 100 may further include a redundant power supply 34. This power supply 34 may be connected to the second signal line 32 via a switch 35. Thus, if the first power supply 11 fails, the switch 35 is controlled to close, and a power signal can be provided from the redundant power supply 34 to the first braking system. In other words, the first braking system can be powered by the redundant power supply 34.

[0021] In one embodiment, see 2 and Figure 3 , the first brake unit 13 may include wheel cylinders 132A-132D and valves 131 coupled to each wheel cylinder. Each of the wheel cylinders 132A-132D is coupled to one of the wheels 133A-133D. The valve 131 may include four inlet valves and four outlet valves, and these valves are respectively associated with each wheel cylinder. For example, each inlet valve is located between a corresponding wheel cylinder and a hydraulic supply. Each outlet valve is located between a corresponding wheel cylinder and a reservoir. The inlet valve is a normally open valve, and the outlet valve is a normally closed valve. The valve 31 may also include four valves for actively distributing the braking force.

[0022] In one embodiment, see Figure 2 , the second controller 22 may include a microcontroller 222, a system ASIC 221, and a brake motor ASIC 223. The microcontroller 222 may be connected to the system ASIC 221 via a communication interface (e.g., an SPI interface), and connected to the brake motor ASIC 223 via another communication interface (e.g., another SPI interface). The microcontroller 222 may obtain vehicle status information from the system ASIC 221 and the brake motor ASIC 223. For example, the microcontroller 222 may receive a wheel rotation speed signal and a motor rotation position signal from the system ASIC 221. The microcontroller 222 may also receive a wheel rotation speed signal from the brake motor ASIC 223. The brake motor ASIC 223 may include an electronic circuit and two H-bridges assigned to the electric brake motor of the second brake system 20.

[0023] In one embodiment, see Figure 3The second brake unit 23 may include a master cylinder 232 and a brake fluid reservoir 231. The master cylinder 232 is configured to be fluidically coupled to the wheel cylinders 132A-132D. The fluid reservoir 231 stores brake fluid and is coupled to the master cylinder 232. In one embodiment, the control unit 33 provided in the second controller 22 is programmed to operate the pump of the second brake system 20 to provide pressure fluctuations in the master cylinder 232, so that the brake fluid in the brake fluid reservoir 231 flows to the wheel cylinders of the first brake system 10.

[0024] The control unit 33 provides a control strategy to compensate for certain faults (e.g., specific types of faults) in the first brake system 10, so that redundant lateral stability control can be implemented in the event that the lateral stability control function provided by the first brake system 10 is lost. In one embodiment, when the first brake system 10 fails and loses the lateral stability control function, the control logic in the control unit 33 can provide a control logic signal to the second brake system 20 via the first signal line 31 and / or provide a power supply signal to the second brake system 20 via the second signal line 32.

[0025] The control unit 33 may be provided in the second controller 22 of the second brake system 20. In one embodiment, the controller 33 may be provided in the microcontroller 222 of the second controller 22. The control unit 33 may also be implemented as an independent control unit in the vehicle, that is, a control unit independent of the first controller (e.g., the controller of the vehicle body stability system) and independent of the second controller (e.g., the controller of the electronic booster).

[0026] The control unit 33 can be implemented in a variety of ways, such as hardware, software, or a combination thereof. The control unit 33 may include hardware, software, and electronic components. In one embodiment, the control unit 33 may include one or more processors and one or more memory modules. The memory modules may contain non-transitory computer-readable media. The non-transitory computer-readable media may include instructions that, when executed, cause the one or more processors to perform operations for redundant lateral stability control.

[0027] Below, we will refer to Figure 4 An exemplary process 400 for redundant lateral stability control implemented by control unit 33 is described.

[0028] In block 402 , the control unit 33 is configured to detect a signal associated with the status of the first brake system 10 . The signal associated with the status of the first brake system 10 may include a signal transmitted over the communication link 30 .

[0029] In one embodiment, the signal associated with the state of the first brake system 10 may include one or more of the following paths in the first brake system 10: a valve control path (the control unit 33 may monitor the valve control state of the first brake system 10 based on the signal from the valve control path); a valve power path (the control unit 33 may monitor the valve power state of the first brake system 10 based on the signal from the valve power path); and a motor power path (the control unit 33 may monitor the motor power state of the first brake system 10 based on the signal from the valve power path). The signal associated with the state of the first brake system 10 may also include a sensor signal from a sensor 14, which may be associated with the first brake system 10 (the control unit 33 may monitor the sensor state of the first brake system 10 based on the sensor signal). The sensor 14 may include an inertial measurement unit (IMU) sensor, a pressure sensor, and a wheel speed sensor, for example, communicatively coupled to a communication bus (e.g., CAN_2) in the first brake system 10.

[0030] In block 404, the control unit 33 is configured to determine whether a fault exists in the first brake system 10 by detecting whether a fault signal is included in the signal associated with the state of the first brake system 10. If a fault signal is detected in the signal associated with the state of the first brake system 10, the control unit 33 determines that a fault exists in the first brake system 10. The fault signal can be understood as a signal used to report an error, i.e., to report that an abnormal condition has occurred in the first brake system 10. The fault signal may include a fault code. The fault code may indicate the type of fault reported by the fault signal.

[0031] In block 406 , if it is determined that a fault exists in the first brake system 10 , the control unit 33 is configured to determine the type of the fault based on the fault code.

[0032] In one embodiment, the control unit 33 can determine the type of fault based on the fault code and a stored reference dataset. The reference dataset stores a plurality of fault codes and reference fault types, each corresponding to a reference type of fault in the first brake system 10. The reference dataset can be stored in the memory of the second controller 22. For example, the reference dataset can include two columns of data, wherein the first column of data contains the fault code for the fault signal, and the second column of data contains the reference type of fault for each fault code (e.g., light fault, instrument panel fault, and power fault). For example, in the reference dataset, fault code "0002" corresponds to a power supply fault, fault code "0004" corresponds to an instrument panel fault, and fault code "0026" corresponds to a motor power supply fault. The control unit 33 can match the fault code of the fault signal detected by the control unit 33 with the fault codes in the reference dataset and identify the reference type corresponding to the type of fault in the first brake system 10.

[0033] In block 408, if the fault type is one that tends to cause a loss of the vehicle's lateral stability control function (e.g., "a fault type that tends to cause a loss of the vehicle's lateral stability control function" is referred to as a specific fault type), the control unit 33 is configured to provide a control logic signal from the second brake system 20 to the first brake system 10 via the first signal line 31 and / or provide a power supply signal from the second brake system 20 to the first brake system 10 via the second signal line 32. For example, the control unit 33 determines whether the fault type is one of the specific fault type and generates a control logic signal and / or a power supply signal if the fault type is one of the specific fault type. In other words, if the first brake system 10 fails and loses its lateral stability control function, the second brake system 20 will compensate for the fault and provide redundant lateral stability control function.

[0034] Specific fault types can be understood as those fault types that occur in the first brake system and will cause the loss of lateral stability control function. Specific fault types include a power supply fault type, a control logic fault type, and a sensor fault type in the first brake system 10. In one embodiment, the power supply fault type includes multiple subtypes, including a valve power supply fault type, a controller power supply fault type, and a motor power supply fault type.

[0035] If the type of fault determined to be in the first brake system 10 does not belong to a specific fault type, for example, an accessory fault such as a lamp fault or an instrument panel fault, no control logic signal and / or power supply signal will be generated. The present invention does not involve a solution in this case.

[0036] The following describes the types of faults in the first brake system 10 and the corresponding control strategies by way of examples.

[0037] In an embodiment where the control logic signal in the first brake system 10 is lost, the control unit 33 is configured to generate a control logic signal for controlling the valves associated with each wheel cylinder, and send the control logic signal (e.g., as a command) to the first controller 12 of the first brake system 10. The first controller 12 controls the valve 131 according to the control logic signal, and the valve 131 switches between the open position and the closed position.

[0038] In this embodiment, control unit 33 can receive signals from multiple sensors (e.g., pressure sensors and wheel speed sensors). Control unit 33 can then provide control logic signals for opening or closing valve 131. For example, under the control of the control logic signals, the pressure at each wheel (e.g., each of the four wheels) is modified to achieve lateral movement of the vehicle. Increasing the pressure at the left wheel relative to the right wheel will cause the vehicle to yaw counterclockwise. Similarly, increasing the pressure at the right wheel relative to the left wheel will cause the vehicle to yaw clockwise.

[0039] In an embodiment where a sensor associated with the first brake system 10 fails, the control unit 33 may receive sensor signals from redundant sensors of the vehicle. Alternatively, the control unit 33 may be configured to obtain sensor signals from sensors provided in the second brake system 20. For example, the second brake system 20 may be provided with wheel speed sensors and IMU sensors, and the control unit 33 may obtain sensor signals from these sensors.

[0040] In this embodiment, the system ASIC can receive wheel rotation speed signals from wheel speed sensors (wheel speed sensors at both wheels of the vehicle) and process the wheel rotation speed signals. The system ASIC can receive motor rotation position signals from Hall sensors (e.g., Hall sensors at electric brake motors) and process the motor rotation position signals. The control unit 33 can receive the processed wheel rotation speed signals and the processed motor rotation position signals from the system ASIC. Furthermore, the brake motor ASIC can receive wheel rotation speed signals from another wheel rotation speed sensor and process the wheel rotation speed signals. The control unit 33 can receive the processed wheel rotation speed signals from the brake motor ASIC.

[0041] In an embodiment where the valve power supply of the first brake system 10 fails, the control unit 33 may control the power supply of the second brake system 20 to be provided to the interface 111 in the first brake system 10 for receiving the valve power supply.

[0042] In an embodiment where the power supply to the controller of the first brake system 10 fails (i.e., the power supply to the control of the first brake system fails), the control unit 33 can be configured to control the power supply of the second brake system 20 to be provided to the controller of the first brake system 10.

[0043] In an embodiment where the motor power supply of the first braking system 10 fails (i.e., the power supply of the motor of the first braking system 10 fails), the control unit 33 can be configured to control the power supply of the second braking system 20 to be provided to the interface 112 in the first braking system 10 for receiving the power supply of the motor.

[0044] In an embodiment where the power supply to the motor of the first brake system 10 fails (i.e., the power supply to the motor of the first brake system 10 fails), the control unit 33 may be configured to operate the pump of the second brake system 20 to provide pressure pulsation in the master cylinder 231, thereby causing the brake fluid in the brake fluid reservoir 232 to flow into the wheel cylinders of the first brake system 10. In other words, in this case, the brake fluid in the brake fluid reservoir 232 is pushed into the wheel cylinders of the first brake system, thereby driving the wheel cylinders of the first brake system 10.

[0045] It should be understood that while each fault type and corresponding control strategy in the first brake system has been described above, two or more fault types may occur simultaneously in the first brake system. For example, in an extreme scenario, the first brake system loses control logic, power, and sensor signals. In this case, the control unit will generate both control logic signals and power supply signals and send them to the first brake system. The control unit will also obtain sensor signals from redundant sensors.

[0046] It will be appreciated that the first braking system may be referred to as an electronic stability control system and may also have many other names, such as Vehicle Stability Assist (VSA), Vehicle Dynamics Control (VDC), Vehicle Stability Control (VSC), Electronic Stability Program (ESP), Electronic Stability Control (ESC) and Yaw Angle Control (DYC).

[0047] The present disclosure also provides a method for controlling a vehicle's braking system. The method may be performed using a control unit and / or a braking system as described above. Therefore, the above descriptions of the control unit and braking system also apply here. Figure 5 A method 500 according to one possible embodiment of the present disclosure is described. The method 500 mainly includes the following steps.

[0048] In step 502 , a signal associated with a status of the first braking system is received.

[0049] In step 504 , the signal is detected to determine whether the first brake system has failed.

[0050] If it is determined that the first brake system has not failed (“NO” in step 504 ), method 500 returns to step 502 .

[0051] If it is determined that the first brake system has failed (“YES” in step 504 ), for example, a fault signal included in the signal is detected, the method proceeds to step 506 .

[0052] In step 506 , the type of fault is determined based on the fault code of the fault signal.

[0053] In step 508 , it is determined whether the type of fault is a type of fault that tends to cause a loss of the lateral stability control function of the vehicle.

[0054] If it is determined that the type of fault is one that tends to cause a loss of the vehicle's lateral stability control function (YES in step 508 ), method 500 proceeds to step 510 .

[0055] In step 510 , a control logic signal and / or a power supply signal is provided from the second braking system to the first braking system.

[0056] If it is determined that the type of fault is not a type of fault that tends to cause a loss of the vehicle's lateral stability control function (“NO” in step 508 ), the method proceeds to step 512 .

[0057] In step 512, further control logic will be executed, which is not related to the present invention.

[0058] The embodiments of the present disclosure may be implemented in a non-transitory computer-readable medium. The non-transitory computer-readable medium may include instructions that, when executed, cause a processor to perform any operation of the method 500 according to the embodiments of the present disclosure as described above.

[0059] It should be understood that all operations in the method described above are merely exemplary, and the present disclosure is not limited to any operation in the method or the order of these operations, but should cover all other equivalent transformations under the same or similar concept.

[0060] Processor can be implemented using electronic hardware, computer software or its any combination.Whether these processors are implemented as hardware or software will depend on specific application and the overall design constraint imposed on the system.As an example, the processor provided in the present disclosure, any part of the processor or any combination of the processor can be implemented as microprocessor, microcontroller, digital signal processor (DSP), field programmable gate array (FPGA), programmable logic device (PLD), state machine, gate logic, discrete hardware circuit and other suitable processing components configured for performing the various functions described in the present disclosure.The function of the processor provided in the present disclosure, any part of the processor or any combination of the processor can be implemented as software performed by microprocessor, microcontroller, DSP or other suitable platforms.

[0061] Software should be broadly considered to mean instructions, instruction sets, codes, code segments, program codes, programs, subroutines, software modules, applications, software applications, software packages, routines, subroutines, objects, running threads, processes, functions, etc. Software can reside in a computer-readable medium. A computer-readable medium can include, for example, a memory, which can be, for example, a magnetic storage device (e.g., a hard disk, a floppy disk, a magnetic stripe), an optical disk, a smart card, a flash memory device, a random access memory (RAM), a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), a register, or a removable disk. Although the memory is shown as being separate from the processor in various aspects provided in the present disclosure, the memory can also be located inside the processor (e.g., a cache or register).

[0062] The above description is provided to enable any person skilled in the art to implement the various aspects described herein. Various modifications to these aspects will be apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects. Therefore, the claims are not intended to be limited to the aspects shown herein. All structural and functional equivalents of the elements of the various aspects described in this disclosure that are known or to be known to those skilled in the art are expressly incorporated herein by reference and are intended to be covered by the claims.

Claims

1. A control unit for a vehicle braking system, the braking system comprising a first braking system based on electronic stability control and a second braking system based on an electronically controlled booster, the control unit being configured to: detecting a signal associated with a state of the first braking system; If a fault signal is detected in the signal, determining that a fault exists in the first brake system, the fault signal including a fault code; determining a type of the fault based on a fault code of the fault signal and a stored reference data set, the reference data set storing a plurality of fault codes and a plurality of fault reference types, each fault code corresponding to a fault reference type in the first brake system; and If the type of the fault is one that tends to cause a loss of a lateral stability control function of the vehicle, controlling a control logic signal to be provided from the second controller of the second brake system to the first controller of the first brake system via a first signal line and / or a power supply signal to be provided from the second power supply of the second brake system to the first power supply of the first brake system via a second signal line; Among them, the fault types that tend to cause the loss of the vehicle's lateral stability control function include: a power supply fault type in the first braking system, a control logic fault type, and a sensor fault type.

2. The control unit according to claim 1, wherein: The power supply fault type includes multiple subtypes, and the multiple subtypes of faults include: a valve power supply fault type, a controller power supply fault type, and a motor power supply fault type.

3. The control unit according to claim 1, wherein: The signal associated with the status of the first brake system includes a signal transmitted over a communication link between the first brake system and the second brake system.

4. The control unit according to claim 1, wherein: In case of a failure of the control logic of the first brake system, the control unit is configured to generate a control logic signal for actuating a valve coupled to a wheel cylinder of the first brake system.

5. The control unit according to claim 1, wherein: In case a sensor associated with the first brake system fails, the control unit is configured to acquire a sensor signal from a redundant sensor of the vehicle, wherein the redundant sensor is a sensor associated with the second brake system.

6. The control unit according to claim 1, wherein: In the event that the power supply to the first brake system fails, the control unit is configured to control a power supply signal to be provided from the second brake system to the first brake system.

7. The control unit according to claim 2, wherein: In the event that the valve power supply of the first brake system fails, the control unit is configured to control a power supply signal to be provided to an interface in the first brake system for receiving the valve power supply.

8. The control unit according to claim 2, wherein: In the event that power supply to the controller of the first brake system fails, the control unit is configured to control a power supply signal to be provided to the controller of the first brake system.

9. The control unit according to claim 2, wherein: In the event that the motor power supply of the first brake system fails, the control unit is configured to control a power supply signal to be provided to an interface for receiving motor power in the first brake system.

10. The control unit according to claim 2, wherein: In the event of a failure in the motor power supply of the first brake system, the control unit is configured to operate the pump of the second brake system to provide pressure pulsation in the master cylinder of the second brake system, thereby causing brake fluid in a brake fluid reservoir fluidically coupled to the master cylinder to flow into the wheel cylinder of the first brake system.

11. The control unit according to claim 1, wherein: The control unit is arranged in a microcontroller of the second braking system.

12. A braking system for a vehicle, comprising: A first brake system based on electronic stability control, comprising a wheel cylinder, a valve coupled to the wheel cylinder, a first power source, and a first controller; a second brake system based on an electronically controlled booster, comprising a master cylinder fluidly coupled to the wheel cylinders, a second power source, and a second controller connected to the first controller via a communication link; as well as The control unit according to any one of claims 1 to 11, wherein the control unit is configured to control a control logic signal to be provided from the second controller to the first controller via the first signal line and / or control a power supply signal to be provided from the second power supply to the first power supply via the second signal line based on the signal transmitted on the communication link when the control unit detects that the first brake system has failed and has lost lateral stability control.

13. A method for controlling a braking system, the braking system comprising a first braking system based on electronic stability control and a second braking system based on an electronically controlled booster, the method being executed by a control unit according to any one of claims 1 to 11 and / or by a system according to claim 12, the method comprising the following steps: detecting a signal associated with a state of the first braking system; If a fault signal is detected in the signal, determining that a fault exists in the first brake system, the fault signal including a fault code; determining a type of the fault based on a fault code of the fault signal and a stored reference data set, the reference data set storing a plurality of fault codes and a plurality of fault reference types, each fault code corresponding to a fault reference type in the first brake system; as well as If the type of the fault is one that tends to cause a loss of the lateral stability control function of the vehicle, a control logic signal is provided from the second controller of the second braking system to the first controller of the first braking system via the first signal line and / or a power supply signal is provided from the second power supply of the second braking system to the first power supply of the first braking system via the second signal line. Among them, the fault types that tend to cause the loss of the vehicle's lateral stability control function include: a power supply fault type in the first braking system, a control logic fault type, and a sensor fault type.

14. A computer-readable storage medium having instructions stored therein, which, when executed by a processor, can perform the method according to claim 13.

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