Single-side wheel anti-lock braking method and system based on dual MCU chip EPB system

Abstract

The present invention discloses a single-side wheel anti-lock method and system based on a dual MCU chip EPB system, which belongs to the field of automobile braking and includes the following steps: S1, calculating the single-side real-time slip rate, which includes the left real-time slip rate and the right real-time slip rate; S2, comparing the single-side real-time slip rate and the preset locking slip rate, and adjusting the clamping force and clamping step length of the rear wheel; S3, comparing the number of single-side release instructions and the threshold within the set time, and determining the road condition; S4, executing the braking strategy based on the determined road condition. The present invention adopts the single-side wheel anti-lock method and system based on the dual MCU chip EPB system, which can perform anti-lock control on the single-side wheel according to the real-time wheel speed information, and can identify the road condition, so as to avoid the loss of control of the vehicle body lateral deviation or rotation due to the slip of the single-side wheel when the two rear wheels are on the open road, further improving the driving braking stability and meeting the functional safety requirements.

Description

Technical Field

[0001] The present invention relates to the field of automobile braking, and in particular to a single-side wheel anti-lock braking method and system based on a dual-MCU chip EPB system. Background Art

[0002] Anti-lock Braking System (ABS) is an active safety technology. Its main function is to automatically control the braking force during emergency braking of the vehicle to prevent the wheels from locking and ensure rolling friction between the wheels and the ground, so that the driver can still control the steering of the vehicle when braking with full force to avoid skidding and loss of control.

[0003] The EPB (Electronic Parking Brake) system replaces the traditional manual cable-type handbrake through electronic control, providing a simpler and more efficient parking brake solution.

[0004] It can be seen that EPB is mainly responsible for parking brakes when the vehicle is stopped. ABS plays a role when the vehicle is driving, especially in emergency braking situations. It quickly adjusts the braking force of each wheel to prevent the wheel from locking due to excessive braking force, ensuring that the vehicle can still maintain control during emergency braking and avoid skidding and loss of directional control. In other words, both are important components of the vehicle's braking system, and together ensure the braking safety of the vehicle in various situations.

[0005] To further improve braking stability, the existing technology combines EPB and ABS to obtain an EPB anti-lock braking system. The system can ensure that when the electronic parking brake is activated, appropriate braking force can be intelligently applied to the wheels to prevent the wheels from locking in static or low-speed conditions, thereby maintaining the controllability and stability of the vehicle. However, the existing EPB anti-lock braking system still has the risk of unilateral wheel locking during service braking. Summary of the invention

[0006] In order to solve the above problems, the present invention provides a single-side wheel anti-lock braking method and system based on a dual MCU chip EPB system, which can perform anti-lock control on a single-side wheel according to real-time wheel speed information, and can identify road conditions to avoid the loss of control of the vehicle body due to lateral deviation or rotation caused by single-side wheel slip when the two rear wheels are on opposite roads, further improves the driving braking stability and meets the functional safety requirements.

[0007] To achieve the above object, the present invention provides a single-side wheel anti-lock braking method based on a dual-MCU chip EPB system, comprising the following steps:

[0008] S1. After receiving the brake request signal, the vehicle's driving speed is calculated based on the real-time wheel speed information of each wheel, and it is determined whether the vehicle's driving speed is greater than the set speed. If so, a static parking command is executed, otherwise a dynamic parking command is executed. At this time, the unilateral real-time slip rate is calculated, and the unilateral real-time slip rate includes the left real-time slip rate and the right real-time slip rate;

[0009] S2, comparing the real-time slip rate of one side with the preset locking slip rate, and adjusting the clamping force and clamping step length of the rear wheel based on the comparison result to prevent the rear wheel from locking;

[0010] S3, comparing the number of unilateral release instructions within a set time with a threshold, and determining the road condition based on the comparison result;

[0011] S4. Execute a braking strategy based on the determined road condition.

[0012] Preferably, in step S1, the vehicle speed is set to 3 km / h;

[0013] The calculation formula of the real-time slip rate on the left is as follows:

[0014] a L =(V 1L -V 2L ) / V 1L *100% (1)

[0015] In the formula, a L V is the real-time slip rate of the left rear wheel relative to the left front wheel during braking; 1L V is the real-time wheel speed of the left front wheel of the vehicle; 2L The real-time wheel speed of the left rear wheel of the vehicle;

[0016] The calculation formula of the real-time slip rate on the right is as follows:

[0017] a R =(V 1R -V 2R ) / V 1R *100% (2)

[0018] In the formula, a R V is the real-time slip rate of the right rear wheel relative to the right front wheel during braking; 1R V is the real-time wheel speed of the right front wheel of the vehicle; 2R It is the real-time wheel speed of the right rear wheel of the vehicle.

[0019] Preferably, step S2 specifically includes the following steps:

[0020] S21, if the real-time slip rate of the left side is greater than the preset locking slip rate, a release command is executed, otherwise a clamping command is executed;

[0021] If the real-time slip rate on the right side is greater than the preset locking slip rate, the release command is executed, otherwise the clamping command is executed;

[0022] S22, returning to step S1 to calculate the real-time slip rate of one side;

[0023] S23. Return to step S21 based on the updated unilateral real-time slip rate, and adjust the clamping force and clamping step length of the left EPB caliper or the right EPB caliper to prevent the left rear wheel or the right rear wheel from locking.

[0024] Preferably, step S23 specifically includes the following steps:

[0025] If the left real-time slip rate is a L The time greater than the preset locking slip rate is t 1L , the clamping force is F 1L , then release the left EPB caliper until the clamping force is 0; if the left real-time slip rate is a L The time when the slip rate is less than the preset locking slip rate is t 2L , then continue with F 1L The left EPB caliper is clamped with a clamping force of t, and the clamping step is t 2L -t 1L ;

[0026] If the real-time slip rate on the right side is a R The time greater than the preset locking slip rate is t 1R , the clamping force is F 1R , then release the right EPB caliper until the clamping force is 0; if the real-time slip rate on the right side is a R The time when the slip rate is less than the preset locking slip rate is t 2R , then continue with F 1R The right EPB caliper is clamped with a clamping force of t, and the clamping step length is t 2R -t 1R .

[0027] Preferably, in step S3, if the number of left-side release instructions and the number of right-side release instructions are both greater than a threshold, it is determined that both the left and right sides of the vehicle are on a low-adhesion road surface;

[0028] If the number of left-side release commands and the number of right-side release commands are both less than the threshold, it is determined that both the left and right sides of the vehicle are on a high-adhesion road surface;

[0029] If the number of release commands on the left side is greater than the threshold, and the number of release commands on the right side is less than the threshold, it is determined that the left side of the vehicle is on the low attachment side of the oncoming road, and the right side is on the high attachment side of the oncoming road;

[0030] If the number of release commands on the left side is less than the threshold value, and the number of release commands on the right side is greater than the threshold value, it is determined that the left side of the vehicle is at the high attachment side of the oncoming road, and the right side is at the low attachment side of the oncoming road.

[0031] Preferably, step S4 specifically includes the following steps:

[0032] The road conditions are input into the control braking model, and after the control braking model is used to identify the current road conditions, the braking strategy is output.

[0033] The method of the single-side wheel anti-lock braking method based on the dual MCU chip EPB system includes:

[0034] Wheel speed sensor, used to collect real-time wheel speed information of each wheel;

[0035] EPB switch, used to generate a brake request signal;

[0036] The first MCU is used to determine the real-time slip rate and road conditions of the left side of the vehicle according to the real-time wheel speed information of the left rear wheel and the left front wheel after receiving the brake request signal, and then generate a parking instruction;

[0037] The second MCU is used to determine the real-time slip rate and road conditions of the right side of the vehicle according to the real-time wheel speed information of the right rear wheel and the right front wheel after receiving the brake request signal, and then generate a parking instruction;

[0038] The left EPB caliper is used to hold and decelerate the left rear wheel according to the generated parking command;

[0039] The right EPB caliper is used to hold and decelerate the right rear wheel according to the generated parking command;

[0040] Automobile battery power source, used to power the above components;

[0041] The EPB controller is electrically connected to the first MCU, the second MCU and the EPB switch respectively, the first MCU and the second MCU are electrically connected to the left EPB caliper and the right EPB caliper respectively, and the left EPB caliper and the right EPB caliper are installed on the left rear wheel and the right rear wheel respectively;

[0042] The wheel speed sensors arranged on the left rear wheel and the left front wheel are electrically connected to the first MCU via the CAN line, and the wheel speed sensors arranged on the right rear wheel and the right front wheel are electrically connected to the second MCU via the CAN line.

[0043] Preferably, the first MCU and the second MCU exchange information via the SPI communication protocol.

[0044] Preferably, the operating voltage of the automobile battery power supply is 9V-16V.

[0045] The present invention has the following beneficial effects:

[0046] It can perform anti-lock control on one side of the wheel based on real-time wheel speed information, and can identify road conditions to avoid the situation where the two rear wheels are on opposite sides of the road and cause the vehicle to deviate from the side or rotate out of control due to slipping of one side of the wheel. This further improves the accuracy, stability and functional safety of EPB braking control, and protects the vehicle and passengers to the greatest extent.

[0047] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 The present invention is a flow chart of a single-side wheel anti-lock braking method based on a dual-MCU chip EPB system.

[0049] Figure 2 The structure block diagram of the system of the single-side wheel anti-lock braking method based on the dual MCU chip EPB system of the present invention. DETAILED DESCRIPTION

[0050] In order to make the purpose, technical scheme and advantages disclosed in the embodiments of the present invention clearer, the embodiments of the present invention are further described in detail in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the embodiments of the present invention and are not intended to limit the embodiments of the present invention. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. Examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions.

[0051] It should be noted that the terms "include", "have" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or server comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products or devices.

[0052] Like reference numerals and letters denote similar items in the following drawings, and thus, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0053] In the description of the present invention, it should be noted that the terms "upper", "lower", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, or are directions or positional relationships in which the product of the invention is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0054] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "setting", "installation" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0055] In order to meet the increasing requirements for braking stability and functional safety of EPB (Electrical Park Brake) system, the present invention is designed on the basis of the EPB anti-lock braking system of dual MCU chips: a single-side wheel anti-lock braking method based on the dual MCU chip EPB system, comprising the following steps:

[0056] S1. After receiving the brake request signal, the vehicle's driving speed is calculated based on the real-time wheel speed information of each wheel, and it is determined whether the vehicle's driving speed is greater than the set speed. If so, a static parking command is executed, otherwise a dynamic parking command is executed. At this time, the unilateral real-time slip rate is calculated, and the unilateral real-time slip rate includes the left real-time slip rate and the right real-time slip rate;

[0057] In step S1, the vehicle speed is set to 3km / h, that is, according to the real-time wheel speed collected by the wheel speed sensor, it is determined whether the vehicle speed is greater than 3km / h at this time. If the vehicle speed is less than 3km / h, it is determined to be static, and a static parking command is generated and transmitted to the left EPB caliper and the right EPB caliper. If the vehicle speed is greater than 3km / h, it is determined to be dynamic driving, and a dynamic parking command is generated and transmitted to the left EPB caliper and the right EPB caliper, and then the unilateral slip rate is calculated;

[0058] The calculation formula of the real-time slip rate on the left is as follows:

[0059] a L =(V 1L -V 2L ) / V 1L *100% (1)

[0060] In the formula, a LV is the real-time slip rate of the left rear wheel relative to the left front wheel during braking; 1L V is the real-time wheel speed of the left front wheel of the vehicle; 2L The real-time wheel speed of the left rear wheel of the vehicle;

[0061] The calculation formula of the real-time slip rate on the right is as follows:

[0062] a R =(V 1R -V 2R ) / V 1R *100% (2)

[0063] In the formula, a R V is the real-time slip rate of the right rear wheel relative to the right front wheel during braking; 1R V is the real-time wheel speed of the right front wheel of the vehicle; 2R It is the real-time wheel speed of the right rear wheel of the vehicle.

[0064] S2, comparing the real-time slip rate of one side with the preset locking slip rate, and adjusting the clamping force and clamping step length of the rear wheel based on the comparison result to prevent the rear wheel from locking;

[0065] Step S2 specifically includes the following steps:

[0066] S21, if the real-time slip rate of the left side is greater than the preset locking slip rate, a release command is executed, otherwise a clamping command is executed;

[0067] If the real-time slip rate on the right side is greater than the preset locking slip rate, the release command is executed, otherwise the clamping command is executed;

[0068] S22, returning to step S1 to calculate the real-time slip rate of one side;

[0069] S23. Return to step S21 based on the updated unilateral real-time slip rate, and adjust the clamping force and clamping step length of the left EPB caliper or the right EPB caliper to prevent the left rear wheel or the right rear wheel from locking.

[0070] Step S23 specifically includes the following steps:

[0071] If the left real-time slip rate is a L The time greater than the preset locking slip rate is t 1L , the clamping force is F 1L , then release the left EPB caliper until the clamping force is 0; if the left real-time slip rate is a L The time when the slip rate is less than the preset locking slip rate is t 2L , then continue with F 1L The left EPB caliper is clamped with a clamping force of t, and the clamping step is t 2L -t 1L , that is, according to t 2L -t1L The clamping and releasing operations are performed alternately at time intervals;

[0072] If the real-time slip rate on the right side is a R The time greater than the preset locking slip rate is t 1R , the clamping force is F 1R , then release the right EPB caliper until the clamping force is 0; if the real-time slip rate on the right side is a R The time when the slip rate is less than the preset locking slip rate is t 2R , then continue with F 1R The right EPB caliper is clamped with a clamping force of t, and the clamping step length is t 2R -t 1R , that is, according to t 2R -t 1R The clamping and releasing operations are performed alternately at time intervals, and the clamping force and clamping step length of the corresponding side are continuously adjusted according to the calculated real-time slip rate of one side, thereby preventing the wheel on one side from locking and improving control stability.

[0073] S3, comparing the number of unilateral release instructions within a set time with a threshold, and determining the road condition based on the comparison result;

[0074] In step S3, if the number of left-side release commands and the number of right-side release commands are both greater than the threshold, it is determined that both the left and right sides of the vehicle are on a low-adhesion road surface;

[0075] If the number of left-side release commands and the number of right-side release commands are both less than the threshold, it is determined that both the left and right sides of the vehicle are on a high-adhesion road surface;

[0076] If the number of release commands on the left side is greater than the threshold, and the number of release commands on the right side is less than the threshold, it is determined that the left side of the vehicle is on the low attachment side of the oncoming road, and the right side is on the high attachment side of the oncoming road;

[0077] If the number of release commands on the left side is less than the threshold value, and the number of release commands on the right side is greater than the threshold value, it is determined that the left side of the vehicle is at the high attachment side of the oncoming road, and the right side is at the low attachment side of the oncoming road.

[0078] S4. Execute a braking strategy based on the determined road condition.

[0079] Step S4 specifically includes the following steps:

[0080] The road conditions are input into the control braking model, and after the control braking model is used to identify the current road conditions, the braking strategy is output.

[0081] In this embodiment, the braking model includes clamping force and clamping step parameters preset according to the road conditions, wherein the clamping force is a preset value estimated by the caliper supplier according to the vehicle weight and brake performance parameters, i.e., F in step S23. 1L and F1R ; The clamping step size is a preset value generated by the machine self-learning algorithm, including F 1L or F 1R The time, number of clamping operations and the interval time of each clamping operation can maintain stability under the premise of ensuring that the deceleration meets the requirements; and because the braking parameters (clamping force and clamping step parameters) set under different road conditions are different, after the specific working condition is identified in step S3, the braking model switches to the corresponding braking parameters for braking control, and at the same time monitors the real-time slip rate, working in conjunction with the anti-lock algorithm to prevent the rear wheels from locking.

[0082] The method of the single-side wheel anti-lock braking method based on the dual-MCU chip EPB system includes: a wheel speed sensor for collecting real-time wheel speed information of each wheel; an EPB switch for generating a brake request signal; a first MCU for determining the real-time slip rate and road conditions of the left side of the vehicle according to the real-time wheel speed information of the left rear wheel and the left front wheel after receiving the brake request signal, and then generating a parking instruction; a second MCU for determining the real-time slip rate and road conditions of the right side of the vehicle according to the real-time wheel speed information of the right rear wheel and the right front wheel after receiving the brake request signal, and then generating a parking instruction; a left EPB caliper for determining the real-time slip rate and road conditions of the right side of the vehicle according to the generated parking instruction The left rear wheel is commanded to hold and decelerate; the right EPB caliper is used to hold and decelerate the right rear wheel according to the generated parking command; the car battery power supply is used to power the above components; the EPB controller is electrically connected to the first MCU, the second MCU and the EPB switch respectively, the first MCU and the second MCU are electrically connected to the left EPB caliper and the right EPB caliper respectively, the left EPB caliper and the right EPB caliper are respectively installed on the left rear wheel and the right rear wheel; the wheel speed sensors arranged on the left rear wheel and the left front wheel are electrically connected to the first MCU via the CAN line, and the wheel speed sensors arranged on the right rear wheel and the right front wheel are electrically connected to the second MCU via the CAN line.

[0083] The first MCU and the second MCU exchange information via the SPI communication protocol. The working voltage of the car battery power supply is 9V-16V.

[0084] The above structure can calculate the real-time slip rate according to the real-time wheel speed during dynamic braking or emergency braking of the vehicle, and then control the clamping force and clamping step of the single-side wheel respectively, so as to perform anti-lock control on the single-side wheel. The current road condition can be accurately identified according to the adjustment strategy to avoid the loss of control of the vehicle body lateral deviation or rotation due to single-side wheel slip when the two rear wheels are on opposite roads, further improve the driving braking stability, meet the functional safety requirements, and protect the vehicle and passengers.

[0085] It should be noted that, since the above-mentioned electronic components are mature products on the market, this embodiment only needs to purchase them and connect them according to the instructions, and no improvement is made to them, so their circuit connection structure and principle will not be described in detail here.

[0086] Therefore, the present invention adopts the above-mentioned single-side wheel anti-lock braking method and system based on the dual MCU chip EPB system, which can adjust the clamping force and clamping step length of one side respectively according to the real-time status of the four wheels, and accurately identify the road conditions. Especially under complex braking conditions such as split roads, the control is more flexible, the identification is more accurate, and the functional safety level is higher, avoiding the safety hazard caused by the single-side rear wheel locking phenomenon due to the difference in working conditions on the left and right sides during driving braking, and further ensuring the stability of driving braking and functional safety requirements.

[0087] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that they can still modify or replace the technical solution of the present invention with equivalents, and these modifications or equivalent replacements cannot cause the modified technical solution to deviate from the spirit and scope of the technical solution of the present invention.

Claims

1. A single-side wheel anti-lock braking method based on a dual MCU chip EPB system, characterized in that: The following steps are involved: S1. After receiving the brake request signal, the vehicle's driving speed is calculated based on the real-time wheel speed information of each wheel, and it is determined whether the vehicle's driving speed is less than the set speed. If so, a static parking command is executed, otherwise a dynamic parking command is executed. At this time, the unilateral real-time slip rate is calculated, and the unilateral real-time slip rate includes the left real-time slip rate and the right real-time slip rate; In step S1, the vehicle speed is set to 3 km / h; The calculation formula of the real-time slip rate on the left is as follows: （1） In the formula, is the real-time slip rate of the left rear wheel relative to the left front wheel during braking; is the real-time wheel speed of the left front wheel of the vehicle; The real-time wheel speed of the left rear wheel of the vehicle; The calculation formula of the real-time slip rate on the right is as follows: （2） In the formula, is the real-time right slip rate of the right rear wheel relative to the right front wheel during braking; is the real-time wheel speed of the right front wheel of the vehicle; is the real-time wheel speed of the right rear wheel of the vehicle; S2, comparing the real-time slip rate of one side with the preset locking slip rate, and adjusting the clamping force and clamping step length of the rear wheel based on the comparison result to prevent the rear wheel from locking; Step S2 specifically includes the following steps: S21, if the real-time slip rate of the left side is greater than the preset locking slip rate, a release command is executed, otherwise a clamping command is executed; If the real-time slip rate on the right side is greater than the preset locking slip rate, the release command is executed, otherwise the clamping command is executed; S22, returning to step S1 to calculate the real-time slip rate of one side; S23, returning to step S21 based on the updated unilateral real-time slip rate, adjusting the clamping force and the clamping step length of the left EPB caliper or the right EPB caliper to prevent the left rear wheel or the right rear wheel from locking; Step S23 specifically includes the following steps: If the left real-time slip rate The time greater than the preset locking slip rate is , the clamping force is , then release the left EPB caliper until the clamping force is 0; if the left real-time slip rate The time when the slip rate is less than the preset locking slip rate is , then continue with The left EPB caliper is clamped with a clamping force of ; If the real-time slip rate on the right side The time greater than the preset locking slip rate is , the clamping force is , then release the right EPB caliper until the clamping force is 0; if the real-time slip rate on the right side The time when the slip rate is less than the preset locking slip rate is , then continue with The right EPB caliper is clamped with a clamping force of ; S3, comparing the number of unilateral release instructions within a set time with a threshold, and determining the road condition based on the comparison result; In step S3, if the number of left-side release commands and the number of right-side release commands are both greater than the threshold, it is determined that both the left and right sides of the vehicle are on a low-adhesion road surface; If the number of left-side release commands and the number of right-side release commands are both less than the threshold, it is determined that both the left and right sides of the vehicle are on a high-adhesion road surface; If the number of release commands on the left side is greater than the threshold, and the number of release commands on the right side is less than the threshold, it is determined that the left side of the vehicle is on the low attachment side of the oncoming road, and the right side is on the high attachment side of the oncoming road; If the number of release commands on the left side is less than the threshold value, and the number of release commands on the right side is greater than the threshold value, it is determined that the left side of the vehicle is on the high attachment side of the oncoming road, and the right side is on the low attachment side of the oncoming road; S4. Execute a braking strategy based on the determined road condition.

2. The single-side wheel anti-lock braking method based on the dual MCU chip EPB system according to claim 1 is characterized in that: Step S4 specifically includes the following steps: The road conditions are input into the control braking model, and after the control braking model is used to identify the current road conditions, the braking strategy is output.

3. The system of the single-side wheel anti-lock braking method based on the dual MCU chip EPB system as described in claim 1 or 2, characterized in that: include: Wheel speed sensor, used to collect real-time wheel speed information of each wheel; EPB switch, used to generate a brake request signal; The first MCU is used to determine the real-time slip rate and road conditions of the left side of the vehicle according to the real-time wheel speed information of the left rear wheel and the left front wheel after receiving the brake request signal, and then generate a parking instruction; The second MCU is used to determine the real-time slip rate and road conditions of the right side of the vehicle according to the real-time wheel speed information of the right rear wheel and the right front wheel after receiving the brake request signal, and then generate a parking instruction; The left EPB caliper is used to hold and decelerate the left rear wheel according to the generated parking command; The right EPB caliper is used to hold and decelerate the right rear wheel according to the generated parking command; A car battery power source is used to power a wheel speed sensor, an EPB switch, a first MCU, a second MCU, a left EPB caliper, and a right EPB caliper; The EPB controller is electrically connected to the first MCU, the second MCU and the EPB switch respectively, the first MCU and the second MCU are electrically connected to the left EPB caliper and the right EPB caliper respectively, and the left EPB caliper and the right EPB caliper are installed on the left rear wheel and the right rear wheel respectively; The wheel speed sensors arranged on the left rear wheel and the left front wheel are electrically connected to the first MCU via the CAN line, and the wheel speed sensors arranged on the right rear wheel and the right front wheel are electrically connected to the second MCU via the CAN line.

4. The system of the single-side wheel anti-lock braking method based on the dual MCU chip EPB system according to claim 3 is characterized in that: The first MCU and the second MCU exchange information via the SPI communication protocol.

5. The system of the single-side wheel anti-lock braking method based on the dual MCU chip EPB system according to claim 4 is characterized in that: The operating voltage of the car battery power supply is 9V-16V.

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