A multi-level heterogeneous redundant distributed EMB system architecture and control method thereof

Abstract

The present invention discloses a multi-level heterogeneous redundant distributed EMB system architecture and a control method thereof, wherein the multi-level heterogeneous redundant distributed EMB system architecture comprises an EMB main control module, a brake signal transmitter, an EMB execution unit, a detection unit and a power supply unit; the EMB execution units are divided into several groups, each group of EMB execution units is used to control each vehicle axle, and the EMB execution units comprise an EMB bridge module and two groups of EMB actuators; the two groups of EMB actuators are respectively used to brake the wheels on the left and right sides of each vehicle axle; the EMB bridge modules in the several groups of EMB execution units are interconnected and respectively connected to the EMB main control module; the detection unit and the brake signal transmitter are respectively connected to the EMB main control module and the EMB bridge module; the multi-level heterogeneous redundant distributed EMB system architecture of the present invention can improve the reliability and stability of the operation of the EMB system and ensure the normal use of the EMB system.

Description

Technical Field

[0001] The present invention relates to the field of automobile control, and in particular to a multi-level heterogeneous redundant distributed EMB system architecture and a control method thereof. Background Art

[0002] The Electro-Mechanical Braking System (EMB) is an electronically controlled braking system that uses a drive motor and electrical circuits to replace the original brake air / oil chamber, pipelines, valve bodies and other related components on the basis of the traditional air / oil circuit braking system, and uses electrical signals as the transmission medium. Since the system is based on electrical signal transmission and eliminates the air compressor, multiple air / oil tanks, brake air / oil chambers, all valve bodies and all air / oil pipes on the air / oil circuit, and eliminates the brake air / liquid, it has significant advantages such as simple structure, high integration, clean and environmental protection, fast braking response, short braking distance, high braking control accuracy, low maintenance cost, and long service life compared to traditional braking systems. It is currently the most ideal wire control braking system in the automotive field and the future optimal braking system form recognized by the automotive industry, which is in line with the ultimate development direction of modularization, integration, and integration of automobiles.

[0003] However, the various components in the current EMB system are electrically connected. When one of the components fails, the entire vehicle braking system will fail. Therefore, the reliability and stability of the various components in the EMB system still need to be improved. Summary of the invention

[0004] In order to overcome the deficiencies of the prior art, the present invention provides a multi-level heterogeneous redundant distributed EMB system architecture, which can improve the reliability and stability of the EMB system operation and ensure the normal use of the EMB system.

[0005] A second object of the present invention is to provide a control method for a multi-level heterogeneous redundant distributed EMB system architecture.

[0006] The technical solution of the present invention to solve the above technical problems is:

[0007] A multi-level heterogeneous redundant distributed EMB system architecture includes an EMB main control module, a brake signal transmitter, an EMB execution unit, a detection unit and a power supply unit, wherein:

[0008] The EMB execution units are divided into several groups, each group of EMB execution units is used to control each axle, and the EMB execution units include an EMB bridge module and two groups of EMB actuators, wherein the two groups of EMB actuators are respectively used to brake the wheels on the left and right sides of each axle; the EMB bridge modules in the several groups of EMB execution units are connected to each other and are respectively connected to the EMB main control module;

[0009] The detection unit includes a wheel speed sensor, a rotation angle sensor and an inertial sensor, wherein the wheel speed sensor is arranged on each wheel of the vehicle and is respectively connected to the EMB main control module and the EMB bridge module; the rotation angle sensor and the inertial sensor are respectively connected to the EMB main control module and the EMB bridge module;

[0010] The brake signal transmitter is connected to the EMB main control module and the EMB bridge module respectively;

[0011] The power supply unit is used to supply power to the EMB main control module and the EMB bridge module.

[0012] Preferably, it further comprises an EPB switch and an emergency brake switch, wherein the EPB switch is connected to the EMB main control module and the EMB bridge module respectively, and the emergency brake switch is connected to the EMB bridge module.

[0013] Preferably, the EMB execution units are in two groups, and the two groups of EMB execution units are respectively arranged on the front axle and the rear axle of the vehicle, wherein the EMB bridge module arranged in the EMB execution unit of the front axle of the vehicle is an EMB front axle module, and the EMB bridge module arranged in the EMB execution unit of the rear axle of the vehicle is an EMB rear axle module.

[0014] Preferably, the power supply unit includes a main battery and a backup battery, wherein the main battery is used to supply power to the EMB active module and the EMB front axle module, and the backup battery is used to supply power to the EMB rear axle module.

[0015] A control method for a multi-level heterogeneous redundant distributed EMB system architecture comprises the following steps:

[0016] S1. Each time the EMB main control module is powered on, it will identify the vehicle type and system function in its internal storage. If the EMB main control module identifies that the corresponding vehicle type and system function are recorded in the internal storage, it will execute according to the status of the identified vehicle type and system function; if the EMB main control module does not identify that the corresponding vehicle type and system function are recorded in the internal storage, it will start the self-identification function;

[0017] S2, detecting the EMB main control module, the EMB bridge module and the brake signal transmitter, and selecting a corresponding control strategy according to the failure types of the EMB main control module, the EMB bridge module and the brake signal transmitter;

[0018] S3. According to the control strategy, select a corresponding braking strategy for braking.

[0019] Preferably, in step S1, the self-identification function comprises the following steps:

[0020] A1. Check whether the signals of the steering angle sensor and yaw rate sensor are recognized. If so, turn on the ESC function; if not, turn off the ESC function;

[0021] A2. Check whether AEBS information and deceleration control information are recognized. If not, turn off the AEB function; if so, turn on the AEB function;

[0022] A3. Check whether the transmission information is recognized. If not, turn off the temporary stop function; if yes, turn on the temporary stop function;

[0023] A4. Check whether the EMB three-bridge module information is recognized. If not, the system recognizes it as 4S / 4M state;

[0024] A5. If the EMB three-bridge module information is detected, continue to detect whether the EMB four-bridge module information is recognized. If so, the system recognizes it as 8S / 8M state; if not, the system recognizes it as 6S / 6M state;

[0025] A6. When the system identifies the state as 8S / 8M, it will detect whether the state information of the lifting axle is identified. If not, the system will maintain 8S / 8M; if yes, the system will identify the EMB three-axle module as the lifting axle state; then continue to identify whether the lifting axle is raised. If yes, the system will identify it as 6S / 6M state; if not, the system will identify it as 8S / 8M state;

[0026] When the system identifies the state as 6S / 6M, it will detect whether the state information of the lifting axle is identified. If not, the system will maintain 6S / 6M; if yes, the system will identify the EMB three-axle module as the lifting axle state; then continue to identify whether the lifting axle is raised. If yes, the system will identify it as 4S / 4M state; if not, the system will identify it as 6S / 6M state;

[0027] A7. The identified status information is stored in the memory chip, and executed according to the identified vehicle type and system function status during the power-on cycle.

[0028] Preferably, during the power-on cycle, the vehicle type and system function recorded in the EMB main control module are cleared through a hard-wire initialization instruction or a CAN initialization instruction, and after the next power-on, the EMB main control module can restart the self-identification function and re-identify and record the status: specifically:

[0029] The EMB main control module first determines whether it has received the hard-wired instruction for initializing the vehicle type and system function status. If so, it clears the vehicle type and system function; if not, it continues to determine whether it has received the CAN instruction for initializing the vehicle type and system function status. If so, it clears the vehicle type and system function; if not, it restarts initialization and then makes a judgment on the reception of the initialization instruction.

[0030] Preferably, in step S2, the control strategy includes:

[0031] Control strategy 1: When the EMB main control module, EMB bridge module and brake signal transmitter are not invalid, the EMB system works normally, and the EMB main control module receives the brake signal and opening of the brake signal transmitter, and controls the EMB bridge module to brake;

[0032] Control strategy 2: When the EMB main control module and the brake signal transmitter are not failed, and at least one of the several groups of EMB bridge modules is not failed, the EMB main control module controls the EMB bridge modules that are not failed to work normally, and at the same time adjusts the failed EMB bridge module to work at a degraded level or not work according to the driving information and failure situation;

[0033] Control strategy three: When the EMB bridge module and the brake signal transmitter are both in good working order, and the EMB master control module is in operation, the EMB bridge module reads the brake signal sent by the brake signal transmitter and performs maximum braking force braking;

[0034] Control strategy 4: When the brake signal transmitter is not failed, the EMB main control module is failed, and at least one of the EMB bridge modules is not failed, the EMB bridge module that is not failed reads the brake signal sent by the brake signal transmitter and performs the maximum braking force operation, and the failed EMB bridge module does not work;

[0035] Control strategy five: When at least one of the EMB bridge modules is not failed and the brake signal transmitter fails, the EMB bridge module that is not failed reads the emergency brake switch signal and performs maximum braking force braking.

[0036] Preferably, in step S3, when the EMB main control module is not invalid, the EMB main control module performs braking and function control, wherein the braking strategy of the EMB main control module is:

[0037] B1. After initialization, determine whether there is a hard-wired handbrake switch signal and a travel signal. If so, respond to the hard-wired handbrake switch signal and the travel signal and send a braking command;

[0038] B2. If there is no hard-wired handbrake switch signal and travel signal, determine whether there is a CAN handbrake switch signal and travel signal. If so, respond to the CAN handbrake switch signal and travel signal and send a braking command;

[0039] B3. If there is no CAN handbrake switch signal and travel signal, determine whether there is a hard-wired footbrake switch signal and travel signal; if so, hard-wire the footbrake switch signal and travel signal and send a braking command;

[0040] B4. If there is no hard-wired foot brake switch signal and travel signal, determine whether there is a CAN foot brake switch signal and travel signal. If so, respond to the CAN foot brake switch signal and travel signal and send a braking command;

[0041] B5. If there is no CAN foot brake switch signal and travel signal, determine whether the temporary stop activation condition is met; if so, send a temporary stop control command;

[0042] B6. If the temporary stop activation condition is not met, determine whether the ABS activation condition is met. If so, send an ABS activation command;

[0043] B7. If the ABS activation condition is not met, determine whether the ESC braking condition is met. If so, send an ESC braking command;

[0044] B8. If the ESC braking condition is not met, determine whether the AEBS braking condition is met. If so, send an AEBS braking command;

[0045] B9. If the AEBS braking condition is not met, determine whether the ASR braking condition is met. If so, send an ASR braking command;

[0046] B10. If the ASR braking condition is not met, reinitialize and repeat steps B1-B10.

[0047] Preferably, in step S3, if at least one of the EMB bridge modules is not failed, the EMB bridge module has a corresponding braking strategy for the failure and non-failure of the EMB main control module; wherein the braking strategy of the EMB bridge module is:

[0048] C1. After initialization, the EMB bridge module determines whether it has received the control instruction of the EMB main control module. If it has, it responds to the control instruction of the EMB main control module to perform control and function adjustment;

[0049] C2. If no control command from the EMB main control module is received, it is determined whether the CAN handbrake switch signal and travel signal are received. If so, it responds to the CAN handbrake switch signal and travel signal;

[0050] C3. If the CAN handbrake switch signal and travel signal are not received, determine whether the CAN footbrake switch signal and travel signal are received. If received, respond to the CAN footbrake switch signal and travel signal;

[0051] C4. If the CAN foot brake switch signal and travel signal are not received, determine whether the emergency handbrake switch signal is received. If received, brake according to the maximum braking force; if not received, reinitialize and repeat steps C1-C4.

[0052] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0053] 1. The multi-level heterogeneous redundant distributed EMB system architecture of the present invention is achieved by setting an EMB execution unit on each axle of the vehicle, and the EMB bridge modules in each EMB execution unit, the EMB bridge module and the EMB main control module, and the various sensors of the detection unit and the EMB bridge module and the EMB main control module can communicate with each other. In this way, as long as only one group of control units (such as the EMB main control module or at least one EMB bridge module) is in normal operation, the whole vehicle can be braked, thereby avoiding braking failure of the whole vehicle, thereby meeting the requirements of multi-level redundant design.

[0054] 2. The multi-level heterogeneous redundant distributed EMB system architecture of the present invention can solve the problems of high reliability requirements, complex failure modes, and multiple redundant backups of the EMB system. It performs diversified and redundant backup designs for the failure conditions of various functional modules, and performs consistency and priority judgment on input signals to ensure the reliability and stability of the EMB system operation.

[0055] 3. The multi-level heterogeneous redundant distributed EMB system architecture with self-identification function of the present invention effectively solves the pain points and difficulties of the EMB system, such as high reliability requirements, complex failure modes, and multiple redundant backups, by designing diversified and redundant backups and arbitration decisions for various component failure situations, thereby ensuring the reliability, stability and flexibility of the EMB system operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1 It is a structural block diagram of the multi-level heterogeneous redundant distributed EMB system architecture of the present invention.

[0057] Figure 2 This is the logic block diagram of the EMB main control module performing self-identification after power-on.

[0058] Figure 3 The logic block diagram for initializing the EMB main control module.

[0059] Figure 4 This is the logic block diagram of the control strategy.

[0060] Figure 5 This is the logic block diagram of the braking strategy of the EMB main control module.

[0061] Figure 6 The logic block diagram of the braking strategy of the EMB bridge module. DETAILED DESCRIPTION

[0062] The present invention is further described in detail below in conjunction with embodiments and drawings, but the embodiments of the present invention are not limited thereto.

[0063] See also Figure 1-Figure 6 The multi-level heterogeneous redundant distributed EMB system architecture of the present invention includes an EMB main control module, a brake signal transmitter, an EPB switch, an emergency brake switch, an EMB execution unit, a detection unit and a power supply unit, wherein:

[0064] The EMB execution units are divided into several groups, each group of EMB execution units is used to control each axle, and the EMB execution units include an EMB bridge module and two groups of EMB actuators, wherein the two groups of EMB actuators are respectively used to brake the wheels on the left and right sides of each axle; the EMB bridge modules in the several groups of EMB execution units are interconnected, and communicate with the EMB main control module through the CAM network respectively, so that there is no need to add new interfaces, so that different types of vehicle configurations and customer needs such as two-axle vehicles, three-axle vehicles, and four-axle vehicles can be realized by adding new EMB actuators, and at the same time, ROP (anti-rollover), YC (direction control), temporary parking, AEBS, lifting axle and other functional modules can be expanded by adding angle sensors, inertial sensors, and EPB switches, so as to have extremely strong flexibility and scalability;

[0065] The detection unit includes a wheel speed sensor, a rotation angle sensor and an inertial sensor, wherein the wheel speed sensor is arranged on each wheel of the vehicle and is respectively connected to the EMB main control module and the EMB bridge module; the rotation angle sensor and the inertial sensor are respectively connected to the EMB main control module and the EMB bridge module;

[0066] The brake signal transmitter is connected to the EMB main control module and the EMB bridge module respectively; the EPB switch is connected to the EMB main control module and the EMB bridge module respectively, and the emergency brake switch is connected to the EMB bridge module;

[0067] The power supply unit is used to supply power to the EMB main control module and the EMB bridge module.

[0068] In this embodiment, there are two groups of EMB execution units, and the two groups of EMB execution units are respectively arranged on the front axle and the rear axle of the vehicle, wherein the EMB bridge module arranged in the EMB execution unit of the front axle of the vehicle is the EMB front axle module, and the EMB bridge module arranged in the EMB execution unit of the rear axle of the vehicle is the EMB rear axle module; correspondingly, the power supply unit includes a main battery and a backup battery, wherein the main battery is used to power the EMB active module and the EMB front axle module, and the backup battery is used to power the EMB rear axle module; if the main battery or the auxiliary battery fails, at least one EMB bridge module can still operate normally, so that the existence of a normally operating EMB bridge module in the EMB system is ensured by power redundancy backup, thereby ensuring the braking performance of the entire vehicle.

[0069] See also Figure 1-Figure 6 The communication between the modules in the present invention also adopts a heterogeneous redundant design. Each functional module reserves two communication channels, or even two types of communication channels. When one of the communication channels is damaged, there is still a spare communication channel that can be used to transmit information, thereby ensuring the reliability of signal transmission within the EMB system and maintaining the stability of the EMB system operation.

[0070] The EMB front axle module, EMB rear axle module, steering angle sensor, and inertial sensor have two CAN network paths, of which the main CAN network path (i.e. Figure 1 The internal CAN in the EMB communicates with the EMB master module, and the backup CAN network path (i.e. Figure 1 The redundant CAN in the chassis CAN is connected to the chassis CAN;

[0071] The brake signal transmitter and EPB switch have an electrical signal path (i.e. Figure 1 The motor control line in the CAN network is Figure 1 The redundant CAN in the chassis), wherein the electrical signal path is connected to the EMB main control module, and the CAN network path is connected to the chassis CAN;

[0072] An independent electrical signal path or CAN network path is set between the EMB main control module and other functional modules for information reception and command transmission. At the same time, the chassis CAN can also be used to read the information of each functional module and send control instructions to other functional modules;

[0073] By reserving more numbers and types of communication channels for each functional module, the probability of EMB system failure due to channel damage or communication module damage can be reduced, thereby further ensuring the reliability of EMB system operation.

[0074] See also Figure 1-Figure 6 The control method of the multi-level heterogeneous redundant distributed EMB system architecture of the present invention comprises the following steps:

[0075] S1. Each time the EMB main control module is powered on, it will identify the vehicle type and system function in its internal storage. If the EMB main control module identifies that the corresponding vehicle type and system function are recorded in the internal storage, it will execute according to the status of the identified vehicle type and system function; if the EMB main control module does not identify that the corresponding vehicle type and system function are recorded in the internal storage, it will start the self-identification function;

[0076] S2, detecting the EMB main control module, the EMB bridge module and the brake signal transmitter, and selecting a corresponding control strategy according to the failure types of the EMB main control module, the EMB bridge module and the brake signal transmitter;

[0077] S3. According to the control strategy, select a corresponding braking strategy for braking.

[0078] See also Figure 2 In step S1, the self-identification function includes the following steps:

[0079] A1. Check whether the signals of the steering angle sensor and yaw rate sensor are recognized. If so, turn on the ESC function; if not, turn off the ESC function;

[0080] A2. Check whether AEBS information and deceleration control information are recognized. If not, turn off the AEB function; if so, turn on the AEB function;

[0081] A3. Check whether the transmission information is recognized. If not, turn off the temporary stop function; if yes, turn on the temporary stop function;

[0082] A4. Check whether the three-bridge EMB module information is recognized. If not, the system recognizes it as 4S / 4M state;

[0083] A5. If the EMB three-bridge module information is detected, continue to detect whether the EMB four-bridge module information is recognized. If so, the system recognizes it as 8S / 8M state; if not, the system recognizes it as 6S / 6M state;

[0084] A6. When the system identifies the state as 8S / 8M, it will detect whether the state information of the lifting axle is identified. If not, the system will maintain 8S / 8M; if yes, the system will identify the EMB three-axle module as the lifting axle state; then continue to identify whether the lifting axle is raised. If yes, the system will identify it as 6S / 6M state; if not, the system will identify it as 8S / 8M state;

[0085] When the system identifies the state as 6S / 6M, it will detect whether the state information of the lifting axle is identified. If not, the system will maintain 6S / 6M; if yes, the system will identify the EMB three-axle module as the lifting axle state; then continue to identify whether the lifting axle is raised. If yes, the system will identify it as 4S / 4M state; if not, the system will identify it as 6S / 6M state;

[0086] A7. The identified status information is stored in the memory chip, and executed according to the identified vehicle type and system function status during the power-on cycle.

[0087] See also Figure 3 During the power-on process, the vehicle type and system functions recorded in the EMB main control module are cleared through hard-wire initialization instructions or CAN initialization instructions, and after the next power-on, the EMB main control module can restart the self-identification function to re-identify and record the status: specifically:

[0088] The EMB main control module first determines whether it has received the hard-wired instruction for initializing the vehicle type and system function status. If so, it clears the vehicle type and system function; if not, it continues to determine whether it has received the CAN instruction for initializing the vehicle type and system function status. If so, it clears the vehicle type and system function; if not, it restarts initialization and then makes a judgment on the reception of the initialization instruction.

[0089] See also Figure 4 In step S2, the EMB system formulates control strategies for different failure modes to ensure that the vehicle can maintain braking performance in various failure modes, thereby ensuring the safety of actual driving. The control strategies are as follows:

[0090] Control strategy 1: When the EMB main control module, EMB bridge module and brake signal transmitter are not invalid, the EMB system works normally, and the EMB main control module receives the brake signal and opening of the brake signal transmitter, and controls the EMB bridge module to brake;

[0091] Control strategy 2: When the EMB main control module and the brake signal transmitter are not failed, and at least one of the several groups of EMB bridge modules is not failed, the EMB main control module controls the EMB bridge modules that are not failed to work normally, and at the same time adjusts the failed EMB bridge module to work at a degraded level or not work according to the driving information and failure situation;

[0092] Control strategy three: When the EMB bridge module and the brake signal transmitter are both in good working order, and the EMB master control module is in operation, the EMB bridge module reads the brake signal sent by the brake signal transmitter and performs maximum braking force braking;

[0093] Control strategy 4: When the brake signal transmitter is not failed, the EMB main control module is failed, and at least one of the EMB bridge modules is not failed, the EMB bridge module that is not failed reads the brake signal sent by the brake signal transmitter and performs the maximum braking force operation, and the failed EMB bridge module does not work;

[0094] Control strategy five: When at least one of the EMB bridge modules is not failed and the brake signal transmitter fails, the EMB bridge module that is not failed reads the emergency brake switch signal and performs maximum braking force braking.

[0095] See also Figure 5 and Figure 6 The EMB system includes braking functions such as hand brake, foot brake, emergency hand brake, ABS control, ASR brake, ESC brake, temporary stop brake, AEBS brake, etc.; wherein,

[0096] Considering the vehicle's driving and stopping status and functional redundancy backup, the priority is handbrake braking > footbrake braking > temporary parking brake > ABS control > ESC braking > ASR braking > AEBS braking > emergency handbrake braking;

[0097] From the analysis of the input type of the brake signal, the EMB system of the present invention has two signal types: hard-wire signal and CAN signal. Considering the transmission speed and stability of the signal, the priority is hard-wire signal > CAN signal;

[0098] From the perspective of the brake signal receiving end, in addition to the EMB main control module receiving the brake signal, when the EMB main control module cannot perform the brake function, the EMB bridge module of each bridge will receive the brake signal to perform the brake;

[0099] Considering the command priority of the functional modules, the command of the EMB main control module is greater than the braking signal received by the EMB bridge module.

[0100] In summary, when the EMB main control module is not invalid, the EMB main control module performs braking and function control, wherein the braking strategy of the EMB main control module is:

[0101] B1. After initialization, determine whether there is a hard-wired handbrake switch signal and a travel signal. If so, respond to the hard-wired handbrake switch signal and the travel signal and send a braking command;

[0102] B2. If there is no hard-wired handbrake switch signal and travel signal, determine whether there is a CAN handbrake switch signal and travel signal. If so, respond to the CAN handbrake switch signal and travel signal and send a braking command;

[0103] B3. If there is no CAN handbrake switch signal and travel signal, determine whether there is a hard-wired footbrake switch signal and travel signal; if so, hard-wire the footbrake switch signal and travel signal and send a braking command;

[0104] B4. If there is no hard-wired foot brake switch signal and travel signal, determine whether there is a CAN foot brake switch signal and travel signal. If so, respond to the CAN foot brake switch signal and travel signal and send a braking command;

[0105] B5. If there is no CAN foot brake switch signal and travel signal, determine whether the temporary stop activation condition is met; if so, send a temporary stop control command;

[0106] B6. If the temporary stop activation conditions are not met, determine whether the ABS activation conditions (foot brake signal, deceleration, slip rate) are met. If so, send an ABS activation command;

[0107] B7. If the ABS activation conditions are not met, determine whether the ESC braking conditions (foot brake signal and travel, vehicle body status information) are met. If so, send an ESC braking command;

[0108] B8. If the ESC braking condition is not met, determine whether the AEBS braking condition (XBR message signal) is met. If so, send an AEBS braking command;

[0109] B9. If the AEBS braking condition is not met, determine whether the ASR braking condition (front and rear axle wheel speed difference, rear axle acceleration) is met. If so, send an ASR braking command;

[0110] B10. If the ASR braking condition is not met, reinitialize and repeat steps B1-B10.

[0111] See also Figure 6 , if at least one of the EMB bridge modules is not failed, the EMB bridge module has a corresponding braking strategy for the failure and non-failure of the EMB main control module; wherein the braking strategy of the EMB bridge module is:

[0112] C1. After initialization, the EMB bridge module determines whether it has received the control instruction of the EMB main control module. If it has, it responds to the control instruction of the EMB main control module to perform control and function adjustment;

[0113] C2. If no control command from the EMB main control module is received, it is determined whether the CAN handbrake switch signal and travel signal are received. If so, it responds to the CAN handbrake switch signal and travel signal;

[0114] C3. If the CAN handbrake switch signal and travel signal are not received, determine whether the CAN footbrake switch signal and travel signal are received. If received, respond to the CAN footbrake switch signal and travel signal;

[0115] C4. If the CAN foot brake switch signal and travel signal are not received, determine whether the emergency handbrake switch signal is received. If received, brake according to the maximum braking force; if not received, reinitialize and repeat steps C1-C4.

[0116] Finally, the multi-level heterogeneous redundant distributed EMB system architecture with self-identification function of the present invention effectively solves the pain points and difficulties of the EMB system, such as high reliability requirements, complex failure modes, and multiple redundant backups, through diversified and redundant backup and arbitration decision designs for various component failure situations, thereby ensuring the reliability, stability and flexibility of the EMB system operation.

[0117] The above is a preferred embodiment of the present invention, but the embodiment of the present invention is not limited to the above content. Any other changes, modifications, substitutions, combinations, and simplifications that do not deviate from the spirit and principles of the present invention should be equivalent replacement methods and are included in the protection scope of the present invention.

Claims

1. A control method for a multi-level heterogeneous redundant distributed EMB system architecture, characterized in that: The following steps are involved: S1. Each time the EMB main control module is powered on, it will identify the vehicle type and system function in its internal storage. If the EMB main control module identifies that the corresponding vehicle type and system function are recorded in the internal storage, it will execute according to the status of the identified vehicle type and system function; if the EMB main control module does not identify that the corresponding vehicle type and system function are recorded in the internal storage, it will start the self-identification function; The self-identification function includes the following steps: A1. Check whether the signals of the steering angle sensor and yaw rate sensor are recognized. If so, turn on the ESC function; if not, turn off the ESC function; A2. Check whether AEBS information and deceleration control information are recognized. If not, turn off the AEB function; if so, turn on the AEB function; A3. Check whether the transmission information is recognized. If not, turn off the temporary stop function; if yes, turn on the temporary stop function; A4. Check whether the EMB three-bridge module information is recognized. If not, the system recognizes it as 4S / 4M state; A5. If the EMB three-bridge module information is detected, continue to detect whether the EMB four-bridge module information is recognized. If so, the system recognizes it as 8S / 8M state; if not, the system recognizes it as 6S / 6M state; A6. When the system identifies the state as 8S / 8M, it will detect whether the state information of the lifting axle is identified. If not, the system will maintain 8S / 8M; if yes, the system will identify the EMB three-axle module as the lifting axle state; then continue to identify whether the lifting axle is raised. If yes, the system will identify it as 6S / 6M state; if not, the system will identify it as 8S / 8M state; When the system identifies the state as 6S / 6M, it will detect whether the state information of the lifting axle is identified. If not, the system will maintain 6S / 6M; if yes, the system will identify the EMB three-axle module as the lifting axle state; then continue to identify whether the lifting axle is raised. If yes, the system will identify it as 4S / 4M state; if not, the system will identify it as 6S / 6M state; A7. Store the identified status information in the storage chip, and execute according to the identified vehicle type and system function status during the power-on cycle; S2, detecting the EMB main control module, the EMB bridge module and the brake signal transmitter, and selecting a corresponding control strategy according to the failure types of the EMB main control module, the EMB bridge module and the brake signal transmitter; S3. According to the control strategy, select a corresponding braking strategy for braking.

2. The control method of the multi-level heterogeneous redundant distributed EMB system architecture according to claim 1 is characterized in that: During the power-on cycle, the vehicle type and system functions recorded in the EMB main control module are cleared through hard-wire initialization instructions or CAN initialization instructions. After the next power-on, the EMB main control module can restart the self-identification function and re-identify and record the status: specifically: The EMB main control module first determines whether it has received the hard-wired instruction for initializing the vehicle type and system function status. If so, it clears the vehicle type and system function; if not, it continues to determine whether it has received the CAN instruction for initializing the vehicle type and system function status. If so, it clears the vehicle type and system function; if not, it restarts initialization and then makes a judgment on the reception of the initialization instruction.

3. The control method of the multi-level heterogeneous redundant distributed EMB system architecture according to claim 1 is characterized in that: In step S2, the control strategy includes: Control strategy 1: When the EMB main control module, EMB bridge module and brake signal transmitter are not invalid, the EMB system works normally, and the EMB main control module receives the brake signal and opening of the brake signal transmitter, and controls the EMB bridge module to brake; Control strategy 2: When the EMB main control module and the brake signal transmitter are not failed, and at least one of the several groups of EMB bridge modules is not failed, the EMB main control module controls the EMB bridge modules that are not failed to work normally, and at the same time adjusts the failed EMB bridge module to work at a degraded level or not work according to the driving information and failure situation; Control strategy three: When the EMB bridge module and the brake signal transmitter are both in good working order, and the EMB master control module is in operation, the EMB bridge module reads the brake signal sent by the brake signal transmitter and performs maximum braking force braking; Control strategy 4: When the brake signal transmitter is not failed, the EMB main control module is failed, and at least one of the EMB bridge modules is not failed, the EMB bridge module that is not failed reads the brake signal sent by the brake signal transmitter and performs the maximum braking force operation, and the failed EMB bridge module does not work; Control strategy five: When at least one of the EMB bridge modules is not failed and the brake signal transmitter fails, the EMB bridge module that is not failed reads the emergency brake switch signal and performs maximum braking force braking.

4. The control method of the multi-level heterogeneous redundant distributed EMB system architecture according to claim 3 is characterized in that: In step S3, when the EMB main control module is not invalid, the EMB main control module performs braking and function control, wherein the braking strategy of the EMB main control module is: B1. After initialization, determine whether there is a hard-wired handbrake switch signal and a travel signal. If so, respond to the hard-wired handbrake switch signal and the travel signal and send a braking command; B2. If there is no hard-wired handbrake switch signal and travel signal, determine whether there is a CAN handbrake switch signal and travel signal. If so, respond to the CAN handbrake switch signal and travel signal and send a braking command; B3. If there is no CAN handbrake switch signal and travel signal, determine whether there is a hard-wired footbrake switch signal and travel signal; if so, hard-wire the footbrake switch signal and travel signal and send a braking command; B4. If there is no hard-wired foot brake switch signal and travel signal, determine whether there is a CAN foot brake switch signal and travel signal. If so, respond to the CAN foot brake switch signal and travel signal and send a braking command; B5. If there is no CAN foot brake switch signal and travel signal, determine whether the temporary stop activation condition is met; if so, send a temporary stop control command; B6. If the temporary stop activation condition is not met, determine whether the ABS activation condition is met. If so, send an ABS activation command; B7. If the ABS activation condition is not met, determine whether the ESC braking condition is met. If so, send an ESC braking command; B8. If the ESC braking condition is not met, determine whether the AEBS braking condition is met. If so, send an AEBS braking command; B9. If the AEBS braking condition is not met, determine whether the ASR braking condition is met. If so, send an ASR braking command; B10. If the ASR braking condition is not met, reinitialize and repeat steps B1-B10.

5. The control method of the multi-level heterogeneous redundant distributed EMB system architecture according to claim 1 is characterized in that: In step S3, if at least one of the EMB bridge modules is not failed, the EMB bridge module has a corresponding braking strategy for the failure and non-failure of the EMB main control module; wherein the braking strategy of the EMB bridge module is: C1. After initialization, the EMB bridge module determines whether it has received the control instruction of the EMB main control module. If it has, it responds to the control instruction of the EMB main control module to perform control and function adjustment; C2. If no control command from the EMB main control module is received, it is determined whether the CAN handbrake switch signal and travel signal are received. If so, it responds to the CAN handbrake switch signal and travel signal; C3. If the CAN handbrake switch signal and travel signal are not received, determine whether the CAN footbrake switch signal and travel signal are received. If received, respond to the CAN footbrake switch signal and travel signal; C4. If the CAN foot brake switch signal and travel signal are not received, determine whether the emergency handbrake switch signal is received. If received, brake according to the maximum braking force; if not received, reinitialize and repeat steps C1-C4.

6. A multi-level heterogeneous redundant distributed EMB system architecture using the control method of the multi-level heterogeneous redundant distributed EMB system architecture according to any one of claims 1 to 5, characterized in that: It includes EMB main control module, brake signal transmitter, EMB execution unit, detection unit and power supply unit, among which: The EMB execution units are divided into several groups, each group of EMB execution units is used to control each axle, and the EMB execution units include an EMB bridge module and two groups of EMB actuators, wherein the two groups of EMB actuators are respectively used to brake the wheels on the left and right sides of each axle; the EMB bridge modules in the several groups of EMB execution units are connected to each other and are respectively connected to the EMB main control module; The detection unit includes a wheel speed sensor, a rotation angle sensor and an inertial sensor, wherein the wheel speed sensor is arranged on each wheel of the vehicle and is respectively connected to the EMB main control module and the EMB bridge module; the rotation angle sensor and the inertial sensor are respectively connected to the EMB main control module and the EMB bridge module; The brake signal transmitter is connected to the EMB main control module and the EMB bridge module respectively; The power supply unit is used to supply power to the EMB main control module and the EMB bridge module.

7. The multi-level heterogeneous redundant distributed EMB system architecture according to claim 6, characterized in that: It also includes an EPB switch and an emergency brake switch, wherein the EPB switch is connected to the EMB main control module and the EMB bridge module respectively, and the emergency brake switch is connected to the EMB bridge module.

8. The multi-level heterogeneous redundant distributed EMB system architecture according to claim 7 is characterized in that: There are two groups of EMB execution units, which are respectively arranged on the front axle and the rear axle of the vehicle, wherein the EMB bridge module arranged in the EMB execution unit of the front axle of the vehicle is an EMB front axle module, and the EMB bridge module arranged in the EMB execution unit of the rear axle of the vehicle is an EMB rear axle module.

9. The multi-level heterogeneous redundant distributed EMB system architecture according to claim 8, characterized in that: The power supply unit includes a main battery and a backup battery, wherein the main battery is used to supply power to the EMB main control module and the EMB front axle module, and the backup battery is used to supply power to the EMB rear axle module.

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