Braking system for a motor vehicle

Abstract

The invention relates to a braking system (3) for a motor vehicle comprising: - a main braking circuit (5); - an electrically powered ancillary braking circuit (7) configured for ensuring a parking brake; - a first electronic control device (9) which: i) controls the main braking circuit (5) to actuate a first brake (F1) and a second brake (F2); and ii) controls, in the electrically powered ancillary braking circuit (7), a first electric actuator (13) of the first brake (F1); and - a second electronic control device (11) which controls, in the electrically powered ancillary braking circuit (7), a second electric actuator (15) of the second brake (F2). The invention also relates to a motor vehicle comprising such a braking system (3), and to a control method of such a braking system (3).

Description

Technical Field

[0001] This invention relates to the field of motor vehicle braking. Background Technology

[0002] Braking systems for motor vehicles are known in the prior art, including, for example, hydraulic main brake circuits, electric auxiliary brake circuits, and manual brake components.

[0003] The hydraulic master brake circuit is controlled, for example, by an electronic control device also known as an "electric brake booster," which allows for the amplification of hydraulic braking pressure by facilitating the application of pressure during manual braking commands issued by pressing the brake pedal, or during automatic braking commands from the vehicle's central driver control unit (e.g., in the case of autonomous vehicles). The hydraulic brake circuit controls the hydraulic actuators of the braking components, such as hydraulic pistons.

[0004] The electric auxiliary braking circuit ensures the function of the electric parking brake and, preferably, the automatic parking brake. This circuit controls the electric actuators of the braking components.

[0005] Hydraulically and / or electrically actuated brakes are configured for braking the wheels of a motor vehicle. For this purpose, each brake includes, for example, a brake yoke, which includes friction devices, such as brake shoes, driven by it toward each braking element (e.g., a brake disc) connected to a vehicle wheel. For example, the electric parking brake function of the electric auxiliary braking circuit is activated or deactivated by pressing an activation button.

[0006] Manual brakes can take the form of a pedal and / or lever, which apply direct force to the brakes. Another type of brake is a handbrake via a brake cable. Additionally, to ensure parking brake functionality, manual brakes apply force to the vehicle's transmission, such as a parking pawl applying force to an automatic transmission (in the case of a parking brake called a "parking pawl") or engaging a speed on a manual transmission.

[0007] In addition, electronic control devices are configured, for example, to control the hydraulic braking circuit, not only to ensure the main hydraulic braking function of the motor vehicle, but also to ensure certain dynamic braking functions, such as anti-lock braking—also known as ABS (an abbreviation of the German word "Antiblokiersystem")—or electronic stability control and electronic path control—also known as ESP (an abbreviation of the English word "Electronic Stability Program") or ESC (an abbreviation of the English word "Electronic Stability Control").

[0008] In the event of a failure in the hydraulic primary braking circuit, the manual brake allows for dynamic emergency braking—also known as the service brake. In the event of a failure in the electric auxiliary braking circuit, the manual brake also allows for emergency parking braking. This ensures redundancy in the braking system and enhances safety. However, some motor vehicles, such as autonomous vehicles, may not include such a manual brake. Summary of the Invention

[0009] The purpose of this invention is to provide a braking system for motor vehicles that allows for automatic emergency parking braking, or even emergency service braking, in the event of a braking system malfunction, and this is independent of the presence of manual brake components.

[0010] Therefore, the subject of this invention is a braking system for a motor vehicle, comprising:

[0011] -Main braking circuit;

[0012] -Configured as an electric auxiliary braking circuit to ensure parking brake operation;

[0013] -The first electronic control device, which:

[0014] i) Control the main braking circuit to actuate the first and second brake elements; and

[0015] ii) A first electric actuator that controls the first brake element in the electric auxiliary braking circuit; and

[0016] - A second electronic control device, which controls the second electric actuator of the second brake element in the electric auxiliary braking circuit.

[0017] Therefore, in the event of a failure in the electric auxiliary circuit due to a malfunction of the first or second electronic control unit, such a braking system allows for electric actuation of the brake components. This eliminates the need for a manual brake, which is particularly significant in autonomous vehicles. In fact, even in the event of a failure in the first or second electronic control unit, the electric auxiliary braking circuit ensures parking braking and even allows for emergency service braking in the event of a failure in the main braking circuit.

[0018] It should be noted that the ability to eliminate manual braking components (such as parking pawls acting on automatic transmissions) in the proposed system is particularly significant because it allows for a reduction in the cost of the braking system.

[0019] Depending on other optional features employed individually or in combination with the braking system:

[0020] - A first electronic control device controls the actuators of the first and second brake elements in the main braking circuit. For example, each brake element includes a brake yoke, which includes a friction device, such as a brake shoe, that drives it toward a rotor (like a braking element connected to the wheels of a motor vehicle, such as a brake disc). For example, each actuator in the main braking circuit includes a hydraulic piston that drives the brake yoke.

[0021] - The braking system drives the first and second brake elements through the actuators of the main braking circuit and the first and second electric actuators.

[0022] - Each brake element includes a friction device with a rotor (e.g., a brake element connected to a wheel of a motor vehicle), preferably a brake shoe, and the brake element is a brake disc.

[0023] - The first electronic control device converts braking commands into control quantities for the actuators and first electric actuators of the main braking circuit, and even for the second electric actuator.

[0024] - The control quantity is adapted to the actuator and is selected from the following set: electrical signal, hydraulic pressure quantity, and pneumatic pressure quantity.

[0025] - The second electronic control device converts the braking command into an electrical signal for the second electric actuator, or even for the first electric actuator.

[0026] - Braking commands can be manual commands from the driver or automatic commands from the vehicle's central management unit. In the case of autonomous vehicles, automatic commands are particularly significant.

[0027] - The first electronic control unit controls the main braking circuit so as to also actuate the third and fourth brake components.

[0028] - The first electronic control device includes a motor for actuating the master cylinder in the main braking circuit, which is controlled by the first electronic control device.

[0029] -The braking system includes:

[0030] A first switch includes a main input connected to a first electronic control device and an output connected to a first electric actuator of a first brake element. The first switch also includes an emergency input connected to a second electronic control device. The first switch is configured to connect the second electronic control device to the first electric actuator of the first brake element in the event of a failure of the first electronic control device.

[0031] The second switch includes a main input connected to the second electronic control device and an output connected to the second electric actuator of the second brake. The second switch also includes an emergency input connected to the first electronic control device. The second switch is configured to connect the first electronic control device to the second electric actuator of the second brake in the event of a failure of the second electronic control device.

[0032] Therefore, in the event of a failure of the first electronic control device, the integrity of the electric actuation is maintained by switching the first electrical switch from the first electronic control device to the second electronic control device. Similarly, in the event of a failure of the second electronic control device, the integrity of the electric actuation is maintained by switching the second electrical switch from the second electronic control device to the first electronic control device. This achieves electric braking, particularly the parking brake, in a particularly safe manner, allowing the vehicle to be parked on slopes up to 30%, especially because the parking brake is applied to at least two wheels of the vehicle by combining the two electrically actuated braking components. This allows for parking brake redundancy, thereby improving the vehicle's safety in terms of parking braking. In normal operation, the parking brake function is preferably activated automatically once the vehicle is turned off or when starting on a slope. Thus, the braking system ensures the automatic parking brake function. In this case, even in the event of a failure of either the first or second electronic control device, the automatic parking brake function is still optimally implemented, for example, because braking dynamic management and stability control functions are still ensured in this situation.

[0033] The first and second switches are formed in the same electronic component. As a result, the braking system includes fewer separate components, making it compact and easy to assemble.

[0034] The first and second switches are arranged on separate electronic cards. Therefore, since a failure in one electronic card does not affect the other, the reliability of the braking system is improved.

[0035] A first electronic control device controls a first electric actuator, and a second electronic control device controls a second electric actuator to selectively implement parking brake and emergency service brake. Thus, the electric auxiliary braking circuit ensures the parking brake function and guarantees the emergency service brake function. "Service" refers to the movement of a motor vehicle, preferably at a speed higher than 6 km / h. The term "service" here is contrasted with "parking" of a motor vehicle, and even with a motor vehicle that is about to spontaneously stop due to friction between the road and the vehicle's wheels. Therefore, in normal operation, the electric auxiliary circuit only ensures the parking brake function, and ensures the emergency service brake function in the event of a failure in the main braking circuit. This creates redundancy in the service brake function, thereby improving the safety of the motor vehicle in terms of service braking. In normal operation, the parking brake function is preferably automatically activated once the motor vehicle engine stops or the motor vehicle stalls during a hill start. Therefore, the braking system preferably ensures the automatic parking brake function when the motor vehicle speed is below 6 km / h.

[0036] A first brake element is configured to brake a first wheel of the motor vehicle, and a second brake element is configured to brake a second wheel of the motor vehicle, different from the first wheel. The first and second wheels are preferably the rear wheels of the motor vehicle. Thus, braking, especially parking braking, can still be achieved even in the event of a braking system failure, for example, if the first or second electronic control device malfunctions. Because braking is ensured on at least one wheel of the motor vehicle, parking braking is ensured, even when the vehicle must be parked on a slope of up to 8%.

[0037] The braking system includes a third and a fourth brake actuated by the main braking circuit. They are preferably configured to brake one wheel at a time, i.e., the third and fourth wheels, which are the front wheels of the vehicle.

[0038] Each of the first and second electronic control devices includes a signal processing unit and a brake dynamics management and stability electronic control unit. The signal processing unit processes signals representing the wheel speeds of the motor vehicle. Thus, each of the first and second electronic control devices ensures the function of controlling the operation of the braking system, as well as brake dynamics management and stability control functions. These functions are, for example, selected from the following set: anti-lock braking system (ABS), stability electronic control functions for electronic path control, and automatic parking brake function.

[0039] The braking system includes a speed sensor on each wheel of the motor vehicle. Thus, signals representing the wheel speed of the motor vehicle originate from these sensors.

[0040] - The primary braking circuit is a hydraulic braking circuit, which includes a hydraulic actuator for each brake element. Alternatively, the primary braking circuit is an electric braking circuit, which includes an electric actuator for each brake element, these electric actuators being separate from the first and second electric actuators. Alternatively, the primary braking circuit is a pneumatic braking circuit, which includes a pneumatic actuator for each brake element.

[0041] The braking system also includes a manual control device for manually controlling the main braking circuit. A first electronic control device is configured to assist the manual control device by providing additional hydraulic pressure in the main braking circuit when the driver actuates the manual control device with a manual braking command. Thus, the braking system allows for easy braking via manual command, for example, when the vehicle is not in automatic driving mode.

[0042] The additional hydraulic pressure is provided by an electric motor that actuates the master cylinder in the main braking circuit, and this motor is controlled by a first electronic control unit. This setup thus forms an electric brake booster.

[0043] - The manual control device includes a pedal or lever preferably used to actuate the master cylinder in the main braking circuit.

[0044] The braking system includes a data communication bus between the first and second electronic control devices. This allows the first and second electronic control devices to exchange data, enabling optimized braking.

[0045] The data communication bus is of the multiplexed type, preferably CAN type, and preferably has a data transmission speed of at least 500 kbit / s. This allows for easy and good synchronization between the first and second electronic control devices, enabling properly synchronized braking.

[0046] The braking system includes an analog connector that connects the first and second electronic switches to the first and second electronic control devices. Thus, the first and second electronic control devices are connected to the first and second electronic switches. This allows them to easily control the first and second electronic switches in the event of a failure in either the first or second electronic control device. Alternatively, a data communication bus can be used to connect the first and second electronic switches to the first and second electronic control devices. This also allows the first or second electronic control device to easily control the first and second electronic switches in the event of a failure in either the second or first electronic control device.

[0047] - The second electronic control device is configured to detect faults in the first electronic control device, and the first electronic control device is configured to detect faults in the second electronic control device.

[0048] - Each of the first and second electronic control devices includes an electronic monitoring unit configured to detect faults in the main braking circuit, preferably based on a signal representing the wheel speed of the motor vehicle.

[0049] - The first and second electronic control devices are independent. Therefore, a failure in one electronic control device does not cause a failure or change in the operation of the other electronic control device.

[0050] - The second electronic control unit only controls the auxiliary braking circuit. Thus, the braking system was achieved with an optimized design.

[0051] - The second electronic control unit does not control the main braking circuit. Therefore, the main braking circuit is not complicated, and the braking system is thus achieved with an optimized design.

[0052] The subject of this invention also lies in a preferably autonomous motor vehicle, which includes the braking system described above.

[0053] The subject of this invention also relates to a control method for a motor vehicle or a braking system as described above, wherein, in the step of controlling braking:

[0054] - When a fault is detected in the main braking circuit, the first electronic control device applies the step of emergency control of the first electric actuator, and the second electronic control device applies the step of emergency control of the second electric actuator.

[0055] Based on the optional features of this control method:

[0056] - The steps for detecting faults in the main braking circuit are performed by a first electronic control device and / or a second electronic control device.

[0057] The subject of this invention also lies in a control method as described above, or a control method for a motor vehicle as described above, or a braking system as described above, wherein, in the step of controlling braking:

[0058] -When a fault is detected in the first electronic control device, the second electronic control device applies the emergency control procedure for the first electric actuator;

[0059] -When a fault is detected in the second electronic control device, the first electronic control device applies the emergency control procedure for the second electric actuator.

[0060] Depending on the optional features employed individually or in combination by this control method:

[0061] - The step of detecting a fault in the first electronic control device is implemented by the second electronic control device.

[0062] - The steps for detecting faults in the second electronic control device are implemented by the first electronic control device. Attached Figure Description

[0063] A better understanding of the invention will be achieved by reading the following description, provided only as an example and with reference to the accompanying drawings, in which:

[0064] Figure 1 This is a schematic diagram of a motor vehicle including its braking system;

[0065] Figure 2 This is a schematic diagram of the braking system according to the first embodiment;

[0066] Figure 3 This is a partial schematic diagram of the braking system according to the first embodiment;

[0067] Figure 4 This is a schematic diagram of the braking system according to the second embodiment;

[0068] Figure 5 This is a schematic diagram of the braking system according to the third embodiment;

[0069] Figure 6 This is a schematic diagram of the braking system according to the fourth embodiment;

[0070] Figure 7 This is a diagram illustrating a first example of the control method;

[0071] Figure 8 This is a diagram illustrating a second example of the control method. Detailed Implementation

[0072] In all figures, the same reference numerals refer to the same elements.

[0073] In this detailed description, the following implementations are examples. Although this specification relates to one or more embodiments, this does not mean that the features are applicable only to a single embodiment. Simple features of different embodiments may also be combined and / or interchanged to provide other implementations.

[0074] In this specification, certain elements or components are referred to by names or expressions such as "first brake" or "second brake." In this case, the designation is used to distinguish and name different elements or components. These designations do not imply a priority or rank of one element (or component) relative to another, and such names can be readily interchanged without exceeding the scope of this specification. These designations also do not imply a chronological order for understanding, for example, such as, a standard.

[0075] Figure 1 A motor vehicle 1, for example, operating autonomously, is schematically shown, comprising a braking system 3 and four wheels R1, R2, R3, and R4. Considering the normal forward movement of the motor vehicle 1 as represented by arrow F, two wheels R1 and R2 are the rear wheels, and two wheels R3 and R4 are the front wheels.

[0076] Figure 2 A braking system 3 according to a first embodiment is schematically shown. The braking system 3 includes a main braking circuit 5 and an electrically auxiliary braking circuit 7. The electrically auxiliary braking circuit 7 is configured to ensure parking braking. The braking system 3 also includes a first electronic control device 9 and a second electronic control device 11. The first electronic control device 9 and the second electronic control device 11 are separate components of the braking system 3. In other words, the first electronic control device 9 and the second electronic control device 11 are independent.

[0077] In this example, braking system 3 includes a first brake element F1, a second brake element F2, a third brake element F3, and a fourth brake element F4. The first brake element F1 is configured to brake the rear wheel R1, the second brake element F2 is configured to brake the rear wheel R2, the third brake element F3 is configured to brake the front wheel R3, and the fourth brake element F4 is configured to brake the front wheel R4. A first electronic control device 9 controls the main braking circuit 5 to actuate the first brake element F1 and the second brake element F2. For this purpose, the first electronic control device 9 controls actuators 12 of the main braking circuit 5 for actuating the first brake element F1, the second brake element F2, the third brake element F3, and the fourth brake element F4. Each brake element F1 to F4 includes a brake yoke, which includes a friction device, such as a brake shoe, and drives the friction device toward a rotor (like a braking element D, such as a brake disc, connected to the wheels R1 to R4 of a motor vehicle). In this example, braking system 3 is a hydraulic braking circuit, which includes a hydraulic actuator 12 for each brake element F1 to F4. For example, each actuator 12 of the main braking circuit 5 includes a hydraulic piston for driving the brake yoke. The first electronic control unit 9 includes a motor 31 for actuating the master cylinder 33 in the main braking circuit 5, the motor 31 being controlled by the first electronic control unit. The main braking circuit 5 thus includes a hydraulic line 16 for connecting the master cylinder 33 of the first electronic control unit 9 to the actuator 12.

[0078] In another variation, the main braking circuit 5 is an electric braking circuit, which includes an electric actuator 12 for each brake element F1 to F4, and these electric actuators 12 are separate from the electric actuators of the electric auxiliary braking circuit 7. In another variation, the main braking circuit 5 is a pneumatic braking circuit, which includes a pneumatic actuator 12 for each brake element F1 to F4.

[0079] The electric auxiliary braking circuit 7 includes a first electric actuator 13 for the first brake element F1 and a second electric actuator 15 for the second brake element F2. A first electronic control device 9 controls the first electric actuator 13 of the first brake element F1 in the electric auxiliary braking circuit 7. Thus, the first electronic control device 9 converts braking commands into command quantities for the actuators 12 and 13 of the main braking circuit 5. The braking command is either a manual command from the driver or an automatic command from the central management unit for driving the motor vehicle. The command quantity is adapted to the actuator and is selected from a set including electrical signals, hydraulic pressure quantities, and pneumatic pressure quantities. In this example where the braking system 3 is a hydraulic braking circuit, the command quantity for the actuator 12 is a hydraulic pressure quantity, while the command quantity for the first electric actuator 13 is an electrical signal.

[0080] The second electronic control device 11 controls the second electric actuator 15 of the second brake element F2 in the electric auxiliary braking circuit 7. The second electronic control device 11 converts braking commands into electrical signals for the second electric actuator 15. The second electronic control device 11 only controls the auxiliary braking circuit 7. In other words, the second electronic control device 11 does not control the main braking circuit 5.

[0081] Thus, the braking system 3 drives the first brake element F1 and the second brake element F2 through the actuator 12, the first electric actuator 13 and the second electric actuator 15 of the main braking circuit 5.

[0082] The braking system 3 includes a speed sensor 17 on each wheel R1 to R4 of the motor vehicle.

[0083] like Figure 3 As shown, each of the first electronic control device 9 and the second electronic control device 11 includes a signal processing unit 19 for processing signals representing the rotational speeds of wheels R1 to R4 of the motor vehicle 1, a brake dynamic management and stability electronic control unit 21, and a monitoring unit 23. Thus, each of the first electronic control device 9 and the second electronic control device 11 is capable of controlling the operation of the braking system and performing brake dynamic management and stability control functions. These functions are, for example, selected from the following set: anti-lock braking system (ABS), stability electronic control functions for electronic path control, and automatic parking brake function. The monitoring unit 23 is configured to detect faults in the main braking circuit 5, preferably based on signals representing the rotational speeds of wheels R1 to R4 of the motor vehicle 1. In this example, the signals representing the rotational speeds of wheels R1 to R4 of the motor vehicle 1 are obtained from the speed sensor 17.

[0084] The first electronic control device 9 controls the first electric actuator 13, and the second electronic control device 11 controls the second electric actuator 15 to selectively implement parking brake and emergency service brake. During normal operation, the parking brake function is preferably implemented automatically, for example, simultaneously by the first electronic control device 9 and the second electronic control device 11.

[0085] The braking system 3 includes a data communication bus 25 between the first electronic control device 9 and the second electronic control device 11. The data communication bus 25 is of the multiplexed type, preferably of the CAN type, and preferably has a data transmission speed of at least 500 kbit / s.

[0086] The second electronic control device 11 is configured to detect faults in the first electronic control device 9, and the first electronic control device 9 is configured to detect faults in the second electronic control device 11. To this end, the monitoring unit 23 of the first electronic control device 9 is configured to detect faults in the second electronic control device 11 by monitoring data sent by the second electronic control device 11 and transmitted via the data communication bus 25, and the monitoring unit 23 of the second electronic control device 11 is configured to detect faults in the first electronic control device 9 by monitoring data sent by the first electronic control device 9 and transmitted via the data communication bus 25.

[0087] Furthermore, the monitoring unit 23 of the first electronic monitoring device 9 and the monitoring unit 23 of the second electronic monitoring device 11 are configured to detect faults in the main braking circuit 5 by monitoring the data emitted by the speed sensor 17.

[0088] The braking system 3 includes an electrical connector 27 that connects a first electric actuator 13 to a first electronic control device 9 and a second electric actuator 15 to a second electronic control device 11.

[0089] Figure 4 A braking system 3 according to a second embodiment is schematically shown. This second embodiment is related to... Figure 2 The difference in the first embodiment shown is that the braking system 3 also includes a manual control device 29 for the main braking circuit 5. The first electronic control device 9 is configured to assist the manual control device 29 by providing additional hydraulic pressure in the main braking circuit 5 when the manual control device 29 is actuated by a manual braking command from the driver C. The manual control device 29 includes a pedal or lever for actuating the master cylinder 33 in the main braking circuit 5. The additional hydraulic pressure is provided by a motor 31 for actuating the master cylinder 33 in the main braking circuit 5, which is controlled by the first electronic control device 9.

[0090] Figure 5 A braking system 3 according to a third embodiment is schematically shown. This third embodiment is related to... Figure 2The difference in the first embodiment shown is that the braking system 3 includes a first switch 35, which includes a main input connected to a first electronic control device 9 via an electrical connector 27, and an output connected to a first electric actuator 13 of the first brake member F1 via an electrical connector 27. The first switch 35 also includes an emergency input connected to a second electronic control device 11 via an electrical connector 27. The first switch 35 is configured to connect the second electronic control device 11 to the first electric actuator 13 of the first brake member F1 in the event of a failure of the first electronic control device 9. The braking system 3 also includes a second switch 37, which includes a main input connected to the second electronic control device 11 via an electrical connector 27, and an output connected to a second electric actuator 15 of the second brake member F2 via an electrical connector 27. The second switch 37 also includes an emergency input connected to the first electronic control device 9 via an electrical connector 27. The second switch 37 is configured to connect the first electronic control device 9 to the second electric actuator 15 of the second brake member F2 in the event of a failure of the second electronic control device 11. In this embodiment, the first switch 35 and the second switch 37 are arranged separately, that is, arranged on separate electronic cards.

[0091] exist Figure 5 In the illustrated embodiment, the braking system 3 includes an analog connector 41 for connecting a first switch 35 and a second switch 37 to a first electronic control device 9 and a second electronic control device 11. Thus, the first electronic control device 9 and the second electronic control device 11 are connected to the first switch 35 and the second switch 37, allowing the first switch 35 and the second switch 37 to switch only to the first electronic control device 9 in the event of a failure in the second electronic control device 11, and to switch only to the second electronic control device 11 in the event of a failure in the first electronic control device 9. Therefore, in the event of a failure in the second electronic control device 11, the first electronic control device 9 also converts the braking command into a command quantity for the second electric actuator 15 via the second switch 37. In the event of a failure in the first electronic control device 9, the second electronic control device 11 also converts the braking command into a command quantity for the first electric actuator 13 via the first switch 35.

[0092] Figure 6 A braking system 3 according to a fourth embodiment is schematically shown. This fourth embodiment is related to... Figure 5The difference in the third embodiment shown is that, instead of the analog connector 41, a data communication bus 25 connects the first switch 35 and the second switch 37 to the first electronic control device 9 and the second electronic control device 11. Thus, the first electronic control device 9 and the second electronic control device 11 are connected to the first switch 35 and the second switch 37, allowing the first switch 35 and the second switch 37 to switch only to the first electronic control device 9 in the event of a failure in the second electronic control device 11, and vice versa. Therefore, in the event of a failure in the second electronic control device 11, the first electronic control device 9 also converts the braking command into a command quantity for the second electric actuator 15 via the second switch 37. In the event of a failure in the first electronic control device 9, the second electronic control device 11 also converts the braking command into a command quantity for the first electric actuator 13 via the first switch 35.

[0093] Furthermore, in this fourth embodiment, different arrangements of the first switch 35 and the second switch 37 are shown. Thus, the first switch 35 and the second switch 37 are arranged on the same electronic card and preferably formed in the same electronic component 39.

[0094] The following describes a first example of a control method for a motor vehicle 1 or a braking system 3, and... Figure 7 As shown in the figure. The control method is as follows: during braking step 100, when a fault is detected in the main braking circuit 5, the first electronic control device 9 applies emergency control of the first electric actuator 13 in step 120, and the second electronic control device 11 applies emergency control of the second electric actuator 15 in step 130.

[0095] In this example, step 110 of detecting a fault in the main braking circuit 5 is implemented by the first electronic control device 9 and / or the second electronic control device 11, more specifically, by the monitoring unit 23 of the first electronic control device 9 and / or the monitoring unit 23 of the second electronic control device 11, with the monitoring unit 23 monitoring the data emitted by the speed sensor 17.

[0096] Therefore, in the event of a failure in the main braking circuit 5, when braking step 100 is the service braking step, the first electronic control device 9 controls the first electric actuator 13, and the second electronic control device 11 controls the second electric actuator 15 to achieve emergency service braking. Even in the event of a failure in the main braking circuit 5, because the first electronic control device 9 controls the first electric actuator 13 and the second electronic control device 11 controls the second electric actuator 15, normal operation can still achieve parking braking.

[0097] The following describes a second example of a control method for a motor vehicle 1 or a braking system 3, and... Figure 8 As shown in the diagram. During braking step 100', such a control method includes the following steps:

[0098] - When a malfunction is detected in the first electronic control device 9, the second electronic control device 11 applies emergency control to the first electric actuator 13 in step 150;

[0099] - When a malfunction is detected in the second electronic control device 11, the first electronic control device 9 applies emergency control to the second electric actuator 15 in step 170.

[0100] In this example, step 140, which detects a fault in the first electronic control device 9, is implemented by the second electronic control device 11, more specifically by the monitoring unit 23 of the second electronic control device 11, while step 160, which detects a fault in the second electronic control device 11, is implemented by the first electronic control device 9, more specifically by the monitoring unit 23 of the first electronic control device 9.

[0101] Therefore, in the event of a malfunction in the first electronic control device 9, the second electronic control device 11 controls the second electric actuator 15 in a normal manner, and also controls the first electric actuator 13 through the emergency control step 150. Thus, in the event of a malfunction in the first electronic control device 9, emergency parking braking is achieved because the second electronic control device 11 controls both the second electric actuator 15 and the first electric actuator 13.

[0102] Similarly, in the event of a malfunction in the second electronic control device 11, the first electronic control device 9 controls the first electric actuator 13 in a normal manner, and also controls the second electric actuator 15 through step 170 of emergency control of the second electric actuator 15. Thus, in the event of a malfunction in the second electronic control device 11, emergency parking braking is achieved because the first electronic control device 9 controls the first electric actuator 13 and the second electric actuator 15.

[0103] According to a variation, the second example of the method is combined with the first example of the method. In this case, even if the main braking circuit 5 and the first electronic control device 9 fail, emergency service braking is still achieved because the second electronic control device 11 controls the second electric actuator 15 and the first electric actuator 13. Furthermore, even if the main braking circuit 5 and the second electronic control device 11 fail, emergency service braking is still achieved because the first electronic control device 9 controls the first electric actuator 13 and the second electric actuator 15.

[0104] This invention is not limited to the described embodiments, and other embodiments will be apparent to those skilled in the art. It is particularly feasible to combine the described embodiments where this is technically achievable.

[0105] List of reference numerals

[0106] 1: Motor vehicles

[0107] 3: Braking system

[0108] 5: Main braking circuit

[0109] 7: Electric auxiliary braking circuit

[0110] 9: First electronic control equipment

[0111] 11: Second electronic control equipment

[0112] 12: Actuator of main braking circuit 5

[0113] 13: First electric actuator

[0114] 15: Second electric actuator

[0115] 16: Hydraulic pipeline

[0116] 17: Speed ​​sensor

[0117] 19: Processing Unit

[0118] 21: Braking Dynamics Management and Stability Electronic Control Unit

[0119] 23: Monitoring Unit

[0120] 25: Data communication bus

[0121] 27: Simulated connector

[0122] 29: Manually controlled equipment

[0123] 31: Electric motor

[0124] 33: Master cylinder

[0125] 35: First Switch

[0126] 37: Second Switch

[0127] 39: Electronic components

[0128] 41: Simulated connector

[0129] R1, R2: Rear wheels

[0130] R3, R4: Front wheels

[0131] F1 to F4: Braking components

[0132] D: Brake disc.

Claims

1. A braking system (3) for a motor vehicle (1), characterized in that, The braking system includes: - Main braking circuit (5); - Electric auxiliary braking circuit (7), configured to ensure parking brake; - First electronic control device (9), which: i) Control the main braking circuit (5) to actuate the first brake element (F1) and the second brake element (F2); and ii) The first electric actuator (13) that controls the first brake element (F1) in the electric auxiliary braking circuit (7); and - A second electronic control device (11) that controls the second electric actuator (15) of the second brake element (F2) in the electric auxiliary braking circuit (7). The braking system also includes: - A first switch (35) including a main input connected to the first electronic control device (9) and an output connected to the first electric actuator (13) of the first brake (F1), the first switch (35) including an emergency input connected to the second electronic control device (11), the first switch (35) being configured to connect the second electronic control device (11) to the first electric actuator (13) of the first brake (F1) in the event of a failure of the first electronic control device (9), and - A second switch (37) includes a main input connected to the second electronic control device (11) and an output connected to the second electric actuator (15) connected to the second brake (F2). The second switch (37) includes an emergency input connected to the first electronic control device (9). The second switch (37) is configured to connect the first electronic control device (9) to the second electric actuator (15) of the second brake (F2) in the event of a failure of the second electronic control device (11).

2. The braking system (3) as claimed in claim 1, wherein, The first electronic control device (9) controls the first electric actuator (13), and the second electronic control device (11) controls the second electric actuator (15) to selectively implement parking brake and emergency service brake.

3. The braking system (3) as claimed in claim 1, wherein, The first brake (F1) is configured to brake the first wheel (R1) of the motor vehicle, and the second brake (F2) is configured to brake the second wheel (R2) of the motor vehicle, which is different from the first wheel (R1).

4. The braking system (3) as claimed in claim 3, wherein the first wheel (R1) and the second wheel (R2) are the rear wheels of the motor vehicle (1).

5. The braking system (3) as described in any one of claims 1-4, wherein, The first electronic control device (9) and the second electronic control device (11) each include a signal processing unit (19) and a brake dynamic management and stability electronic control unit (21), wherein the signal processing unit (19) is used to process signals representing the rotational speeds of the wheels (R1-R4) of the motor vehicle (1).

6. The braking system (3) as described in any one of claims 1-4, wherein, The main braking circuit (5) is a hydraulic braking circuit, which includes a hydraulic actuator (12) for each brake element (F1-F4).

7. The braking system (3) of claim 6, further comprising a manual control device (29) for manually controlling the main braking circuit (5), wherein the first electronic control device (9) is configured to assist the manual control device (29) by providing additional hydraulic pressure in the main braking circuit (5) when the manual control device (29) is actuated by a manual braking command from the driver (C).

8. The braking system (3) as claimed in any one of claims 1-4, wherein the braking system includes a data communication bus (25) between the first electronic control device (9) and the second electronic control device (11).

9. A motor vehicle (1) comprising a braking system (3) as described in any of the preceding claims.

10. The motor vehicle (1) as claimed in claim 9, wherein the motor vehicle is an autonomous driving motor vehicle.

11. A control method for controlling a motor vehicle (1) as described in claim 9 or 10, or a braking system (3) as described in any one of claims 1 to 8, wherein, In the step (100) of controlling braking: - When a fault (110) is detected in the main braking circuit (5), the first electronic control device (9) applies the step (120) of emergency control of the first electric actuator (13), and the second electronic control device (11) applies the step (130) of emergency control of the second electric actuator (15).

12. The control method as described in claim 11, or a control method for controlling a motor vehicle (1) as described in claim 9 or 10, or a braking system (3) as described in any one of claims 1 to 8, wherein, In the step (100') of controlling braking: - When a fault (140) is detected in the first electronic control device (9), the second electronic control device (11) applies the step of emergency control of the first electric actuator (13); - When a fault (160) is detected in the second electronic control device (11), the first electronic control device (9) applies the step (170) of emergency control of the second electric actuator (15).

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