Diagonal power supply electronic mechanical braking system and electric vehicle

Abstract

The invention provides a diagonal power supply electromechanical braking system and an electric vehicle, the electromechanical braking system comprises two pairs of wheel end braking devices, each wheel end braking device is used for braking one wheel of the vehicle, and the two pairs of wheel end braking devices are used for receiving power supplied by two power supplies. The wheel end braking device corresponding to the left front wheel and the wheel end braking device corresponding to the right rear wheel of the vehicle are used for receiving power supplied by the first power supply, and the wheel end braking device corresponding to the right front wheel and the wheel end braking device corresponding to the left rear wheel of the vehicle are used for receiving power supplied by the second power supply. According to the structure of the electronic mechanical braking system, finer power management can be carried out, so that one power supply can be selectively used for supplying power to the pair of wheel end braking devices under the condition that all braking force is not needed, and the overall power consumption is reduced.

Description

Technical Field

[0001] The present application relates to the field of electric vehicle braking, and in particular to a diagonally powered electromechanical braking system and an electric vehicle. Background Art

[0002] Wire control and integration are the development trends of automobile braking systems. Wire control braking is related to automobile safety and has broad market opportunities. Wire control braking system is the core component for realizing advanced assisted driving, automatic driving and deep braking energy recovery, so higher requirements are also put forward for redundant safety control of wire control braking system.

[0003] Traditional braking systems often use hydraulic braking, but hydraulic braking has problems such as complicated layout, slow response, low energy efficiency, and high redundancy. The hydraulic system is expensive. Therefore, the electro-mechanical braking system (EMB) with a relatively simple structure and reliable functional integration is becoming more and more popular. However, since the EMB system eliminates hydraulic connection and uses electrical signal transmission, it has higher requirements for functional safety.

[0004] However, compared with traditional hydraulic brake systems, the probability of electronic and electrical failure is higher, and the personal injury caused by electronic and electrical failure is more prominent and complex. In order to solve the problem of loss of braking force or too low braking force caused by single-point failure of the entire brake system, an electronic and electrical architecture with dual master control, dual redundant power supply, and dual communication bus is usually adopted. When any of the master control, power supply, and communication bus fails, the brake system can still maintain the braking force output. However, the above structure requires more wiring harnesses and electronic equipment components, which increases the cost and power consumption of the system, and the probability of failure will also be high.

[0005] Therefore, how to ensure the functional safety of the braking system while reducing wiring harnesses and lowering power consumption is a problem that needs to be solved. Summary of the invention

[0006] The present application provides a diagonally powered electronic mechanical braking system and an electric vehicle, the electronic mechanical braking system comprising two pairs of wheel-end braking devices, the two pairs of wheel-end braking devices being used to receive power from two power supplies, the wheel-end braking devices of the left front wheel and the wheel-end braking devices of the right rear wheel being used to receive power from a first power supply, the wheel-end braking devices of the right front wheel and the wheel-end braking devices of the left rear wheel being used to receive power from a second power supply, the structure provided by the present application can effectively reduce the number of wiring harnesses, selectively utilize one power supply to power a pair of wheel-end braking devices when the full braking force is not required, thereby reducing power consumption, while also meeting the requirements of braking safety.

[0007] In a first aspect, the present application provides a diagonally powered electronic mechanical braking system, the electronic mechanical braking system comprising two pairs of wheel-end braking devices, one pair of the two pairs of wheel-end braking devices being used to brake the diagonally left front wheel and the right rear wheel of the vehicle, respectively, and the other pair of the two pairs of wheel-end braking devices being used to brake the diagonally right front wheel and the left rear wheel of the vehicle, respectively, each wheel-end braking device comprising a motor controller and a brake motor, the motor controller being used to control the brake motor to output a braking force, the two pairs of wheel-end braking devices being used to receive power from two different power supplies, the two power supplies comprising a first power supply and a second power supply, wherein the first power supply is used to power the motor controllers in one pair of wheel-end braking devices, and the second power supply is used to power the motor controllers in the other pair of wheel-end braking devices.

[0008] The electronic mechanical brake system provided by the present application can simplify the wiring structure and reduce the complexity of installation by connecting the wheel-end brake device of the left front wheel and the wheel-end brake device of the right rear wheel to the first power supply, and connecting the wheel-end brake device of the right front wheel and the wheel-end brake device of the left rear wheel to the second power supply. In addition, this power supply method enables the electronic mechanical brake system to perform more sophisticated power management. Thereby, it is possible to selectively power part of the brake device without requiring all the braking force to reduce the overall power consumption. Moreover, even if one of the two power supplies fails, the other one can still power a pair of wheel-end brake devices connected thereto, ensuring that at least half of the braking force is available, thereby maintaining the stability and safety of the vehicle.

[0009] As a possible implementation, when the first power supply fails and the second power supply is valid, during the vehicle braking process, one pair of wheel-end brake devices stops braking the diagonal left front wheel and right rear wheel and the other pair of wheel-end brake devices is used to brake the diagonal right front wheel and left rear wheel. When the second power supply fails and the first power supply is valid, during the vehicle braking process, the other pair of wheel-end brake devices stops braking the diagonal right front wheel and left rear wheel and the other pair of wheel-end brake devices is used to brake the diagonal left front wheel and right rear wheel.

[0010] When one of the two power supplies fails, one of the two power supplies can still supply power to a pair of wheel-end brake devices connected thereto, ensuring that at least half of the braking force is available, thereby maintaining the stability and safety of the vehicle.

[0011] As a possible implementation, the electronic mechanical braking system also includes two central controllers that back up each other, the first power supply is used to power one central controller, and the second power supply is used to power the other central controller. During vehicle braking, when both central controllers are valid, one central controller is used to control the output braking force of two pairs of wheel-end brakes; when one central controller fails, the other central controller is used to control the output braking force of the two pairs of wheel-end brakes.

[0012] When both central controllers can work normally, only one of the two power supplies is needed to supply power, so that the normally powered central controller controls the two pairs of wheel-end brake devices to output clamping force to the brake discs corresponding to the four wheels of the vehicle respectively.

[0013] When either of the two central controllers fails, the other central controller can continue to control a pair of wheel-end brakes to brake the vehicle, thereby providing sufficient braking force for the electric vehicle to avoid failure of the entire electronic mechanical braking system due to failure of one central controller, thereby improving the safety and reliability of the braking system.

[0014] As a possible implementation manner, at least one of the two central controllers is used to receive a brake pedal signal from a pedal sensor, the brake pedal signal is used to indicate the opening of the brake pedal, during the vehicle braking process, in response to the opening of the brake pedal indicated by the brake pedal signal being less than or equal to a preset opening, one of the two power supplies supplies power and the other does not supply power, and one pair of the two pairs of wheel-end brake devices is used to brake two wheels of the vehicle, during the vehicle braking process, in response to the opening of the brake pedal indicated by the brake pedal signal being greater than a preset opening, both power supplies supply power, and the two pairs of wheel-end brake devices are used to brake the four wheels of the vehicle.

[0015] When the opening of the brake pedal is less than or equal to the preset opening, it indicates that the electronic mechanical brake system does not need to output all the braking force at this time. By adjusting the power supply strategy, only one power supply can be used when all the braking force is not needed, thereby significantly reducing power consumption. Moreover, if one power supply fails, the other power supply can still power the other pair of wheel-end brake devices, so that one of the two pairs of wheel-end brake devices is used to brake the two wheels of the vehicle, ensuring that at least half of the braking force is available. When the opening of the brake pedal indicated by the brake pedal signal is greater than the preset opening, the power supply that needs to stop supplying power resumes supplying power, so that the two pairs of wheel-end control devices brake the four wheels of the vehicle to ensure sufficient braking force.

[0016] As a possible implementation, in response to braking during a vehicle travel at a speed less than or equal to a preset speed, one of the two power supplies supplies power and the other does not supply power during the vehicle braking process, and one pair of wheel-end brake devices in the two pairs of wheel-end brake devices is used to brake the two wheels of the vehicle. In response to braking during a vehicle travel at a speed greater than a preset speed, both power supplies supply power during the vehicle braking process, and the two pairs of wheel-end brake devices are used to brake the four wheels of the vehicle.

[0017] When braking when the vehicle speed is greater than the preset speed, even if a smaller braking force is required, for safety reasons, both power supplies need to remain in operation to ensure that there is sufficient braking force for output. Before the vehicle brakes, when the vehicle speed is less than or equal to the preset speed, only a smaller braking force is required to complete the vehicle braking. Therefore, one of the two power supplies can stop supplying power to save power consumption.

[0018] As a possible implementation, in the process where two power supplies are supplying power to the electronic mechanical brake system, in response to the power level of one power supply being lower than a preset power level, the power supply with the power level lower than the preset power level stops supplying power.

[0019] During vehicle braking, if the power of one power supply is lower than the preset power, the electronic mechanical brake system uses the other power supply to supply power to the remaining wheel-end brake devices. In this way, power can be saved for the power supply whose power is lower than the preset power, which helps to ensure that in an emergency, the electronic mechanical brake system can enable two power supplies to supply power to two pairs of wheel-end brake devices, thereby providing sufficient braking force.

[0020] As a possible implementation, in response to the vehicle braking while turning right, the power supply for supplying power to the wheel-end brake device of the left front wheel and the wheel-end brake device of the right rear wheel stops supplying power; in response to the vehicle braking while turning left, the power supply for supplying power to the wheel-end brake device of the right front wheel and the wheel-end brake device of the left rear wheel stops supplying power.

[0021] Using the wheel-end brake device of the right front wheel and the wheel-end brake device of the left rear wheel to perform braking helps to reduce the tendency of understeering to the right and improve the vehicle's handling and stability when turning right. Power consumption is reduced by stopping the power supply that supplies power to the wheel-end brake device of the left front wheel and the wheel-end brake device of the right rear wheel, and then only using another power supply to supply power to the wheel-end brake device of the right front wheel and the wheel-end brake device of the left rear wheel.

[0022] Using the wheel-end brake device of the left front wheel and the wheel-end brake device of the right rear wheel to perform braking helps to reduce the tendency of left understeer and improve the vehicle's handling and stability when turning left, and reduces power consumption by stopping the power supply that supplies power to the wheel-end brake device of the right front wheel and the wheel-end brake device of the left rear wheel, thereby only using another power supply to supply power to the wheel-end brake device of the left front wheel and the wheel-end brake device of the right rear wheel.

[0023] As a possible implementation manner, in response to the failure of at least one of the wheel-end brake devices of the left front wheel and the wheel-end brake devices of the right rear wheel, the power supply used to supply power to the wheel-end brake devices of the left front wheel and the wheel-end brake devices of the right rear wheel stops supplying power; in response to the failure of at least one of the wheel-end brake devices of the right front wheel and the wheel-end brake devices of the left rear wheel, the power supply used to supply power to the wheel-end brake devices of the right front wheel and the wheel-end brake devices of the left rear wheel stops supplying power.

[0024] When the wheel-end brake device of the left front wheel or the wheel-end brake device of the right rear wheel fails, the power supply supplying them will be controlled to stop supplying power to avoid safety hazards caused by the continued operation of the faulty components.

[0025] As a possible implementation, the electronic mechanical braking system also includes two electronic hydraulic braking devices, which are used to brake the two rear wheels of the vehicle. During the vehicle braking process, in response to the opening of the brake pedal being greater than a preset opening, and the power of one of the two power supplies is lower than a preset power or one of the two power supplies fails, the two electronic hydraulic braking devices brake the two rear wheels of the vehicle.

[0026] In some cases, the electronic mechanical brake system may encounter a situation where the power of one of the two power supplies is lower than the preset power or one of the two power supplies fails. In this case, the electronic mechanical brake system will activate two electronic hydraulic brake devices to brake the two rear wheels of the vehicle to ensure that the electronic mechanical brake system can output sufficient braking force.

[0027] As a possible implementation, each brake actuator includes a brake motor and a brake caliper, and each brake controller is used to control the brake motor to drive the brake caliper to output a clamping force to a brake disc of the vehicle.

[0028] As a possible implementation, the two central controllers are a first central controller and a second central controller, the first central controller and the second central controller both include a first shell, the first shell includes a public CAN communication interface and a private CAN communication interface, the first central controller receives a signal from the second central controller through the public CAN communication interface, the second central controller receives a signal from the first central controller through the public CAN communication interface, the first central controller sends a signal to the wheel-end brake device of the left front wheel and the wheel-end brake device of the right rear wheel through the private CAN communication interface, and the second central controller sends a signal to the wheel-end brake device of the right front wheel and the wheel-end brake device of the left rear wheel through the private CAN communication interface.

[0029] Each central controller is only connected to a pair of wheel-end brake devices, which reduces the number of signal lines, simplifies the wiring structure, and reduces the possibility of failure. Even if one of the two power supplies fails, the other can still power the wheel-end brake device and the central controller to which it is connected, ensuring that at least half of the braking force is available. In addition, if one of the two power supplies or the wheel-end brake device connected to it fails, it will not affect the other power supply and its corresponding brake device, which can effectively isolate the fault and avoid failure of the entire electronic mechanical brake system.

[0030] As a possible implementation, each wheel-end brake device includes a second housing, and the second housing includes a power supply interface for connecting to a power supply.

[0031] Since each wheel-end brake device is connected to only one power supply, the wheel-end brake device does not need to be provided with an additional power supply port, thereby reducing the manufacturing cost and the complexity of the wiring harness connection.

[0032] In a second aspect, the present application provides an electric vehicle comprising a power battery, wheels, two power supplies, and an electronic mechanical braking system as in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A schematic diagram of a vehicle provided in an embodiment of the present application;

[0034] Figure 2 Schematic diagram of the structure of an electromechanical braking system with diagonal power supply Figure 1 ;

[0035] Figure 3 A schematic diagram of the structure of a wheel end brake device provided in an embodiment of the present application;

[0036] Figure 4 A schematic diagram of the structure of a wheel-end controller provided in an embodiment of the present application;

[0037] Figure 5 Schematic diagram of the structure of an electromechanical braking system with diagonal power supply Figure 2 ;

[0038] Figure 6 A signal transmission diagram of the electromechanical brake system provided for this application;

[0039] Figure 7 A schematic diagram of the central controller structure provided for this application;

[0040] Figure 8 A schematic diagram of the electrical connection of the wheel end brake device provided in this application;

[0041] Fig. 9 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 1 ;

[0042] Fig.10 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 2 ;

[0043] Fig.11 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 3 ;

[0044] Fig.12 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 4 ;

[0045] Fig.13 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 5 ;

[0046] Fig.14 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 6 ;

[0047] Fig.15 Schematic diagram of the structure of an electromechanical braking system with diagonal power supply Figure 3 . DETAILED DESCRIPTION

[0048] The terms used in the following embodiments are only for the purpose of describing specific embodiments and are not intended to be used as limitations on the present application. As used in the specification and appended claims of the present application, the singular expressions "a", "an", "above", "the" and "this" are intended to also include expressions such as "one or more", unless there is a clear contrary indication in the context.

[0049] References to "one embodiment" or "some embodiments" etc. described in this specification mean that a particular feature, structure or characteristic described in conjunction with the embodiment is included in one or more embodiments of the present application. Thus, the phrases "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. appearing at different places in this specification do not necessarily all refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in another way. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in another way.

[0050] With the increasing popularity of automobiles, the requirements for automobile driving safety are also increasing. The vehicle braking system has always played a vital role in vehicle safety. With the rapid development of automobile industry technology and the continuous increase in automobile driving speed, the importance of the vehicle braking system has become more and more obvious.

[0051] Figure 1 A schematic diagram of a vehicle provided in an embodiment of the present application. Figure 1 As shown, the electric vehicle 100 includes four wheel-end brake devices 110. The electric vehicle may also include a power supply connected to the input end of the wheel-end brake device 110, and the power supply provides electrical energy to the wheel-end brake device 110. The electric vehicle 100 also includes a brake pedal and a parking button, and the driver can control the driving state of the vehicle through the brake pedal and the parking button. The travel of the brake pedal and the state of the parking button can control the wheel-end brake device 110 to perform braking and / or parking. During the braking process of the electric vehicle 100, the electronic mechanical braking system is used to provide braking force for the four wheels.

[0052] In the vehicle chassis system, the use of an electro-mechanical brake system (EMB) instead of an electro-hydraulic brake system (EHB) has the advantages of fast response speed, high precision, and no liquid leakage. It greatly improves safety performance while being flexible in layout and reducing maintenance costs. EMB is mainly composed of brake pedal signal input, a central controller, and four wheel-side brake actuators. The brake pedal input signal gives the driver's braking intention. The central controller mainly realizes the functions of braking force demand identification, braking force distribution, and vehicle body stability control. The four wheel-end brake devices output the braking force output assigned by the central controller to each actuator.

[0053] The four wheel-end brake devices of an electronic mechanical braking system (EMB) architecture use four independent controllers to drive the brake motors instead of hydraulic pipelines to generate braking force. Compared with traditional hydraulic braking systems, the electronic and electrical failure rate is higher, and the personal injury problems caused by electronic and electrical failures are more prominent and complex.

[0054] In one possible implementation, the electronic mechanical braking system adopts an electronic and electrical architecture with dual master controls, dual redundant power supplies, and dual communication buses. When any of the master controls, power supplies, and communication buses fails, the braking system can still maintain the braking force output. The braking system uses dual redundant external CAN to realize information interaction between the brake system master control and external ECUs such as the automatic driving controller, steering power controller, and power domain controller, and dual redundant internal CAN to realize information interaction between the master control and the four wheel-side actuators.

[0055] However, taking the power harness as an example, the use of dual redundant power supply electronic and electrical architecture will result in too many power harnesses. As the number of power harnesses increases, the overall weight of the vehicle will increase, and the complexity of harness installation will also increase. More harnesses will make the installation process more complicated, increasing assembly time and cost. In addition, from the perspective of occupied space, more harnesses require more physical space for layout, which may affect the internal layout of the vehicle, and the complex wiring structure increases the difficulty of maintenance and troubleshooting.

[0056] In addition, for an electronic and electrical architecture that uses dual redundant power supplies, additional power supply ports are required for components such as the main control and wheel-end brake devices that receive redundant power supplies. During the design process, it is necessary to consider how to properly layout these additional power supply ports to ensure their safety and reliability, which will increase design time and costs. More power supply ports also mean more potential failure points, which will increase the frequency and complexity of maintenance work, leading to higher maintenance costs.

[0057] Moreover, an electronic and electrical architecture that uses dual redundant power supplies may mean that some power supply harnesses are in standby mode for part of the time, which affects the overall energy efficiency of the electronic mechanical braking system.

[0058] Based on the above problems, the present application provides a diagonally powered electronic mechanical braking system and electric vehicle, which adopts a design in which two power supplies are used to power the wheel-end braking devices on the diagonal of the vehicle respectively. This design can effectively reduce the number of wiring harnesses and reduce power consumption, while also meeting the requirements of system functions and functional safety.

[0059] See also Figure 2 As shown, Figure 2 Schematic diagram of the structure of an electromechanical braking system with diagonal power supply Figure 1The electronic mechanical braking system includes two pairs of wheel-end braking devices, which correspond to the four wheels of the electric vehicle one by one, and are used to brake the four wheels of the vehicle.

[0060] See also Figure 3 As shown, Figure 3 This is a schematic diagram of the structure of the wheel-end brake device provided in the embodiment of the present application. Each wheel-end brake device includes a brake actuator 301 and a wheel-end controller 302. The brake actuator 301 includes a brake motor 3011 and a brake caliper 3012. During the braking process of the electric vehicle, the wheel-end controller 302 controls the brake motor 3011 to drive the brake caliper 3012 to clamp the brake disc 303 of the electric vehicle to provide braking force for the electric vehicle. The specific structure of the wheel-end brake device is not limited to Figure 3 The structure shown may also be other possible structures.

[0061] See also Figure 4 As shown, Figure 4 The wheel-end controller structure diagram provided in the embodiment of the present application. The wheel-end controller 302 includes a control circuit 401 and a brake motor power circuit 402, the brake motor power circuit 402 includes a three-phase bridge arm, the brake motor 3011 includes a three-phase winding, the midpoints of the three-phase bridge arms of the brake motor power circuit 402 are respectively used to connect the three-phase windings of the brake motor 3011, the control circuit 401 is used to control the power circuit to output a brake motor drive current to the three-phase winding of the brake motor, and the brake motor drive current is used to control the brake motor 3011 to drive the brake caliper 3012 to clamp the brake disc 303.

[0062] Continue reading Figure 2 As shown, two pairs of wheel-end brake devices are used to receive power from two power supplies, wherein the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel are used to receive power from the first power supply 201, and the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel are used to receive power from the second power supply 202.

[0063] By connecting the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel to the first power supply 201, and connecting the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel to the second power supply 202, the wiring structure can be simplified and the installation complexity can be reduced.

[0064] In addition, this power supply method enables the electronic mechanical brake system to perform more sophisticated power management. Therefore, it is possible to selectively power some wheel-end brake devices when the full braking force is not required, so as to reduce the overall power consumption. Moreover, even if one of the first power supply 201 and the second power supply 202 fails, the other one can still power a pair of wheel-end brake devices connected thereto, ensuring that at least half of the braking force is available, thereby maintaining the stability and safety of the vehicle.

[0065] Compared with the method of using one power supply to power the two wheel-end brake devices on one side (front, rear, left and right), the method of using one power supply to power the diagonal wheel-end brake devices, when only one power supply is provided, the powered diagonal wheel-end brake device can provide balanced braking force on both sides of the vehicle, helping to maintain the stability and straight-line driving ability of the vehicle.

[0066] Furthermore, by braking the electric vehicle with a diagonal wheel-end brake, the braking force can be effectively distributed, reducing the risk of skidding due to excessive braking force output by the wheel-end brake on one side or one corner, especially on roads with asymmetric friction coefficients, the vehicle can be kept stable by adjusting the braking force on the diagonal line. Furthermore, using this power supply method to perform diagonal braking helps maintain the controllability of the vehicle during emergency braking, reduces the risk of understeer or oversteer, and makes it easier for the driver to control the vehicle. In an emergency, diagonal braking performed using this power supply method can help the vehicle decelerate faster and maintain better directional stability, thereby improving overall safety.

[0067] See also Figure 5 As shown, Figure 5 Schematic diagram of the structure of an electromechanical braking system with diagonal power supply Figure 2 In a possible implementation, the electronic mechanical brake system further includes a central controller 501 and a central controller 502. At least one of the central controller 501 and the central controller 502 is used to receive a brake pedal signal from a pedal sensor, and the brake pedal signal is used to indicate the opening of the brake pedal. Each central controller is used to control two pairs of wheel-end brake devices to output clamping forces to brake discs corresponding to four wheels of the vehicle.

[0068] As a possible implementation, the electronic mechanical braking system includes two pedal sensors that back up each other, the two pedal sensors include a first pedal sensor and a second pedal sensor, the first pedal sensor is connected to the central controller 501, the second pedal sensor is connected to the central controller 502, the central controller 501 is used to receive a first brake pedal signal output by the first pedal sensor, and the central controller 502 is used to receive a second brake pedal signal output by the second pedal sensor.

[0069] Optionally, the first pedal sensor may be a brake pedal travel sensor, and the second pedal sensor may be a brake pedal pressure sensor. Two different types of brake pedal sensors may more accurately detect the movement state of the brake pedal. If one of the brake pedal travel sensor and the brake pedal pressure sensor fails, the other may still detect the movement state of the brake pedal alone, thereby improving the operational reliability of the electronic mechanical brake system. In addition, by jointly detecting the movement state of the brake pedal through the brake pedal travel sensor and the brake pedal pressure sensor, it is possible to promptly know whether the brake pedal is stuck, thereby avoiding safety issues caused by the pedal being stuck.

[0070] Continue reading Figure 5 As shown, in order to further reduce the number of wiring harnesses and lower power consumption, as a possible implementation, the first power supply 201 is used to power the central controller 501 , and the second power supply 202 is used to power the central controller 502 .

[0071] In this way, when the central controller 501 and the central controller 502 can both work normally, only one of the first power supply 201 and the second power supply 202 is needed to supply power, so that the normally powered central controller controls the two pairs of wheel-end braking devices to output clamping force to the brake discs corresponding to the four wheels of the vehicle respectively.

[0072] While the central controller 501 is used to control the braking of the vehicle, if the central controller 501 fails, the central controller 502 controls the two pairs of wheel-end braking devices to output clamping forces to the brake discs corresponding to the four wheels of the vehicle respectively. While the central controller 502 is used to control the braking of the vehicle, if the central controller 501 fails, the central controller 501 controls the two pairs of wheel-end braking devices to output clamping forces to the brake discs corresponding to the four wheels of the vehicle respectively.

[0073] See also Figure 6 As shown, Figure 6 Schematic diagram of signal transmission of the electronic mechanical brake system provided in this application. Further, the central controller 501 can control the wheel end brake device 203 of the left front wheel and the wheel end brake device 205 of the right rear wheel, and the central controller 502 can control the wheel end brake device 204 of the right front wheel and the wheel end brake device 206 of the left rear wheel.

[0074] Among them, since the wheel-end brake device 203 of the left front wheel, the wheel-end brake device 205 of the right rear wheel and the central controller 501 receive power from the first power supply 201 at the same time, when the first power supply 201 stops supplying power, the wheel-end brake device 203 of the left front wheel, the wheel-end brake device 205 of the right rear wheel and the central controller 501 cannot work normally. Therefore, in order to further reduce the signal transmission harness, the central controller 501 is only connected to the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel, and the central controller 501 sends control signals to the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel.

[0075] Similarly, since the wheel-end brake device 204 of the right front wheel, the wheel-end brake device 206 of the left rear wheel and the central controller 502 receive power from the second power supply 202 at the same time, when the second power supply 202 stops supplying power, the wheel-end brake device 204 of the right front wheel, the wheel-end brake device 206 of the left rear wheel and the central controller 502 cannot work normally. In order to further reduce the signal transmission wiring harness, the central controller 502 is only connected to the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel, and the central controller 502 sends control signals to the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel.

[0076] In this way, each central controller is connected to only one pair of wheel-end brake devices, which reduces the number of signal lines, simplifies the wiring structure, and reduces the possibility of faults. When the first power supply 201 is powered normally, the central controller 501 can control the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel. When the second power supply 202 is powered normally, the central controller 502 can control the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel. Even if one of the first power supply 201 and the second power supply 202 fails, the other can still supply power to the pair of wheel-end brake devices and the central controller connected thereto, ensuring that at least half of the braking force is available. In addition, if one of the first power supply 201 and the second power supply 202 or the wheel-end brake device connected thereto fails, it will not affect the other power supply and its corresponding brake device, so that the fault can be effectively isolated to avoid failure of the entire electronic mechanical brake system.

[0077] In order to adapt the power supply architecture provided by the above embodiment, refer to Figure 7 As shown, Figure 7The central controller structure diagram provided in this application. The central controller 501 and the central controller 502 both include a first housing 701, the first housing 701 includes a public CAN communication interface 702 and a private CAN communication interface 703, the central controller 501 receives a signal from the central controller 502 through the public CAN communication interface, the central controller 502 receives a signal from the central controller 501 through the public CAN communication interface, the central controller 501 sends a signal to the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel through the private CAN communication interface, and the central controller 502 sends a signal to the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel through the private CAN communication interface.

[0078] When the electronic mechanical braking system needs to control two pairs of wheel-end braking devices to output clamping force to the brake discs corresponding to the four wheels of the vehicle respectively, at least one of the central controller 501 and the central controller 502 calculates how much braking force each of the two pairs of wheel-end braking devices needs to output.

[0079] For example, if the central controller 501 is responsible for calculating the braking force that each wheel-end brake device in the two pairs of wheel-end brake devices needs to output, the central controller 501 sends a first signal to the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel through the private CAN communication interface, and the first signal is used to control the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel to output the braking force indicated by the first signal. The central controller 501 is also used to send a second signal to the central controller 502 through the public CAN communication interface, and the second signal is used to indicate the magnitude of the braking force output by the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel. After receiving the second signal sent by the central controller 501 through the public CAN communication interface for indicating the magnitude of the braking force output by the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel, the central controller 502 sends a second signal to the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel through the private CAN communication interface, so that the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel output the braking force indicated by the second signal.

[0080] See also Figure 8 As shown, Figure 8 A schematic diagram of the electrical connection of the wheel-end brake device provided in the present application. Each wheel-end brake device includes a second housing 801, and the second housing 801 includes a power supply interface 802 for connecting to a power supply. Since each wheel-end brake device is only connected to one power supply, the wheel-end brake device does not need to be provided with an additional power supply port, thereby reducing the manufacturing cost and the complexity of the wiring harness connection.

[0081] During vehicle braking, the pedal sensor is used to detect the opening of the brake pedal and output a corresponding brake pedal signal. At least one of the central controller 501 and the central controller 502 is used to receive the brake pedal signal from the pedal sensor, and the brake pedal signal is used to indicate the opening of the brake pedal.

[0082] However, the opening of the brake pedal indicated by the brake pedal signal depends on the specific operation of the driver. In order to save power consumption, during the vehicle braking process, in response to the brake pedal opening indicated by the brake pedal signal being less than or equal to the preset opening, only one power supply is needed to supply power to a pair of wheel-end brake devices to meet the demand. During the vehicle braking process, in response to the brake pedal opening indicated by the brake pedal signal being greater than the preset opening, both power supplies are supplied.

[0083] See also Fig. 9 As shown, Fig. 9 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 1 If the opening of the brake pedal indicated by the brake pedal signal is less than or equal to the preset opening, indicating that a smaller braking force is required at this time, the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel can be selected to receive power from the first power supply 201, and the second power supply 202 can temporarily stop supplying power or enter standby mode.

[0084] If the opening of the brake pedal indicated by the brake pedal signal is less than or equal to the preset opening, and is powered by the second power supply 202, the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel receive power from the second power supply 202, and the first power supply 201 can temporarily stop supplying power and enter standby mode.

[0085] When the opening of the brake pedal indicated by the brake pedal signal is greater than the preset opening, the power supply that needs to be stopped from supplying power is restored to ensure sufficient braking force.

[0086] It should be noted that those skilled in the art can set which power supply is used and which power supply temporarily stops supplying power or enters standby mode according to actual conditions, which will not be elaborated herein.

[0087] See also Fig.10 As shown, Fig.10 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 2For example, in the above example, the second power supply 202 that has stopped supplying power needs to be restored to ensure that the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel can both be powered. Alternatively, in the above another example, the first power supply 201 that has stopped supplying power needs to be restored to ensure that the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel can both be powered.

[0088] Before the vehicle performs braking, if the vehicle speed is lower than the preset speed, the required braking force is usually small, and at this time, it can be selected to be powered by only one power supply. Exemplarily, before the vehicle performs braking, if the vehicle speed is lower than the preset speed, the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel can be selected to receive power from the first power supply 201, and the second power supply 202 can temporarily stop supplying power or enter standby mode. If the second power supply 202 is used for power supply, the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel receive power from the second power supply 202, and the first power supply 201 can temporarily stop supplying power and enter standby mode.

[0089] When the vehicle speed is not lower than the preset speed, if you want to brake the vehicle quickly, the required braking force is usually large. For safety reasons, both power supplies need to remain in working condition to ensure that there is sufficient braking force for output.

[0090] Optionally, on a good road surface, the vehicle requires less braking force, and can be powered by only one power supply. On a slippery or uneven road surface, even if less braking force is required, both power supplies may be kept working for safety reasons to ensure sufficient braking force is output.

[0091] If a wheel-end brake device fails (for example, a power semiconductor in the brake motor power circuit is damaged, a three-phase wire fault or a brake motor fault), and without relying on external auxiliary systems (such as steering or drive systems), in order to maintain the stability of the vehicle, the electronic mechanical brake system currently helps prevent the vehicle from swaying by implementing a diagonal braking strategy. The basic principle is to disable the other wheel-end brake device that is diagonally related to the failed wheel-end brake device, and at the same time adjust the braking force output by the other pair of wheel-end brake devices (i.e., the left front wheel and the right rear wheel or the right front wheel and the left rear wheel) to compensate for the missing braking force of the failed wheel-end brake device, thereby ensuring the straight-line stability of the vehicle and reducing lateral force, thereby preventing swaying.

[0092] Therefore, as a possible implementation, during the process of vehicle braking and two power supplies jointly powering the electronic mechanical braking system, in response to the failure of at least one of the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel, the power supply used to power the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel stops supplying power.

[0093] In response to at least one of the wheel end brake device 204 of the right front wheel and the wheel end brake device 206 of the left rear wheel failing, the power supply for supplying power to the wheel end brake device 204 of the right front wheel and the wheel end brake device 206 of the left rear wheel stops supplying power.

[0094] The first power supply 201 and the second power supply 202 can be controlled by the central controller 501 and the central controller 502, and the central controller 501 and the central controller 502 can monitor the status of the wheel-end brake devices connected thereto. Once any wheel-end brake device is detected to be in failure, the corresponding central controller can control the corresponding power supply to stop supplying power.

[0095] For example, if at least one of the wheel end brake device 203 of the left front wheel or the wheel end brake device 205 of the right rear wheel fails, the central controller 501 may control the first power supply 201 to stop supplying power.

[0096] Likewise, if at least one of the wheel end brake device 204 of the right front wheel or the wheel end brake device 206 of the left rear wheel fails, the central controller 502 may control the second power supply 202 to stop supplying power.

[0097] In addition, the first power supply 201 and the second power supply 202 can also be controlled by relevant modules in the vehicle, such as the vehicle controller, the body control module, and the power management system, and no further limitations are given here.

[0098] See also Fig.11 As shown, Fig.11 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 3 When the wheel end brake device 203 of the left front wheel fails, the first power supply 201 stops supplying power. When the wheel end brake device 203 of the left front wheel fails, if the central controller 501 detects that the wheel end brake device 203 of the left front wheel fails, the first power supply 201 will be controlled to stop supplying power to the wheel end brake device 203 of the left front wheel and the wheel end brake device 205 of the right rear wheel.

[0099] See also Fig.12 As shown, Fig.12 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 4When the wheel end brake device 205 of the right rear wheel fails, the first power supply 201 stops supplying power. When the wheel end brake device 205 of the right rear wheel fails, if the central controller 501 detects that the wheel end brake device 205 of the right rear wheel fails, the first power supply 201 will be controlled to stop supplying power to the wheel end brake device 203 of the left front wheel and the wheel end brake device 205 of the right rear wheel.

[0100] See also Fig.13 As shown, Fig.13 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 5 When the wheel end brake device 204 of the right front wheel fails, the second power supply 202 stops supplying power. When the wheel end brake device 204 of the right front wheel fails, if the central controller 502 detects that the wheel end brake device 204 of the right front wheel fails, the second power supply 202 will be controlled to stop supplying power to the wheel end brake device 204 of the right front wheel and the wheel end brake device 206 of the left rear wheel.

[0101] See also Fig.14 As shown, Fig.14 Schematic diagram of power supply for a diagonally powered electromechanical brake system Figure 6 When the wheel end brake device 206 of the left rear wheel fails, the second power supply 202 stops supplying power. When the wheel end brake device 206 of the left rear wheel fails, if the central controller 502 detects that the wheel end brake device 206 of the left rear wheel fails, the second power supply 202 will be controlled to stop supplying power to the wheel end brake device 204 of the right front wheel and the wheel end brake device 206 of the left rear wheel, so as to avoid the safety hazard caused by the continued operation of the faulty component.

[0102] In vehicle braking scenarios, the power of the two power supplies needs to be considered to ensure that there is enough power to maintain the normal operation of the electro-mechanical braking system in an emergency.

[0103] When the two power supplies have sufficient power, the first power supply 201 and the second power supply 202 can both work normally to supply power to the corresponding wheel end brake device. In this case, the electronic mechanical brake system can make full use of the two power supplies to provide sufficient braking force.

[0104] When the power of one power source is lower than the preset power, for example, if the power of the first power source 201 is lower than the preset power, the first power source 201 will stop supplying power, and in this case, the electronic mechanical braking system uses another power source (the second power source 202) to supply power to the remaining wheel-end brake devices. This helps ensure that in an emergency, two power sources can be enabled, and the electronic mechanical braking system can fully utilize the two power sources to provide sufficient braking force.

[0105] During the process of braking the vehicle and the two power supplies jointly supplying power to the electronic mechanical brake system, when the power of the first power supply 201 or the second power supply 202 is lower than the preset power, the power supply with the power lower than the preset power will stop supplying power. For example, if the power of the first power supply 201 is lower than the preset power, the first power supply 201 will stop supplying power to the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel. At the same time, the second power supply 202 will continue to supply power to the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel.

[0106] In this way, by temporarily putting the power supply with lower power to sleep, power usage can be optimized to ensure that there is enough power to maintain the normal operation of the braking system in an emergency.

[0107] Among them, using wheel-end brake devices at different diagonals to output clamping forces on the wheel brake discs will have different effects on the vehicle's handling and stability:

[0108] When the vehicle needs to brake while turning and there is a tendency to understeer, the following strategies can be used for control:

[0109] In response to the vehicle turning left, since the use of the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel to perform braking helps to reduce the tendency of understeering and improve the controllability and stability of the vehicle when turning left, the power consumption can be reduced by stopping the power supply of the second power supply 202, and then the first power supply 201 is used to power the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel.

[0110] In response to the vehicle turning right, since the use of the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel to perform braking helps to reduce the tendency of understeering and improve the vehicle's controllability and stability when turning left, the power consumption can be reduced by stopping the power supply of the first power supply 201, and then using the second power supply 202 to power the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel.

[0111] When the vehicle needs to brake while turning and there is a tendency to oversteer, the following strategies can be used for control:

[0112] In response to the vehicle turning left, since the use of the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel to perform braking helps to reduce the tendency of oversteering, the braking force applied by the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel can increase the steering resistance of the vehicle, causing the vehicle to tend to maintain straight driving. Therefore, power consumption can be reduced by stopping the power supply of the first power supply 201, and then only using the second power supply 202 to power the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel.

[0113] During the vehicle braking process, in response to the vehicle turning to the right, since the use of the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel to perform braking helps to reduce the tendency of oversteering, the braking force applied by the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel can increase the steering resistance of the vehicle, causing the vehicle to tend to maintain straight driving. Therefore, the power consumption can be reduced by stopping the power supply of the second power supply 202, and then only using the first power supply 201 to power the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel.

[0114] It should be noted that, under the premise of reducing power consumption, controlling one of the two power supplies to stop supplying power to brake the vehicle requires not only consideration of the vehicle's steering state (left turn or right turn), but also the vehicle's turning trend (whether the vehicle has a tendency to oversteer or understeer), the vehicle's speed when turning, the specific conditions of the road surface (the friction coefficient of the road surface, etc.), and the vehicle's load distribution and weight distribution (the load distribution and weight distribution will affect the vehicle's center of gravity position), etc. Personnel in this field can choose which power supply to stop supplying power according to the specific situation, and no further elaboration is required here.

[0115] The electromechanical brake system may encounter a situation where the power of one of the two power supplies is lower than the preset power or one of the two power supplies fails in some cases. In this case, to ensure that the vehicle can output sufficient braking force, refer to Fig.15 As shown, Fig.15 Schematic diagram of the structure of an electromechanical braking system with diagonal power supply Figure 3 The electronic mechanical brake system also includes an electronic hydraulic brake device 1501 and an electronic hydraulic brake device 1502, which are used to brake the two rear wheels of the vehicle. During the braking process of the vehicle, in response to the opening of the brake pedal being greater than a preset opening, and the power of one of the two power supplies being lower than a preset power or one of the two power supplies failing, the electronic hydraulic brake device 1501 and the electronic hydraulic brake device 1502 brake the two rear wheels of the vehicle.

[0116] If the power level of the first power supply 201 or the second power supply 202 is lower than the preset power level, or one of the power supplies fails completely, at this time, only one pair of wheel-end brake devices of the electronic mechanical braking system can work normally, and the problem of insufficient braking force output by the electronic mechanical braking system is likely to occur.

[0117] Therefore, in order to ensure that the vehicle can output sufficient braking force, the electronic mechanical braking system is also provided with an electronic hydraulic braking device 1501 and an electronic hydraulic braking device 1502 to brake the two rear wheels of the vehicle to ensure that the vehicle can output sufficient braking force.

[0118] In addition, some types of hydraulic brakes can work without power supply, so even if there is a problem with the power supply, the hydraulic brakes can still work normally. After the driver steps on the brake pedal, the force of the brake pedal is amplified by the brake booster in the hydraulic brake device, and the brake fluid is compressed to push the piston. The compressed brake fluid is transmitted to the brake calipers at the ends of the two rear wheels through the hydraulic pipeline in the hydraulic brake device. The brake calipers at the ends of the two rear wheels output clamping force to the corresponding brake discs to generate braking force.

[0119] The following describes in detail different working scenarios of the electronic mechanical braking system in conjunction with specific embodiments:

[0120] 1. Normal working scenario

[0121] When each wheel-end brake device, two central controllers and two power supplies in the electronic mechanical brake system are working normally, the central controller 501, the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel receive power from the first power supply 201, and the central controller 502, the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel receive power from the second power supply 202. Either of the two central controllers (central controller 501 or central controller 502) receives a brake pedal signal from a pedal sensor. The central controller calculates the total braking force required according to the opening of the brake pedal indicated by the brake pedal signal, and distributes the braking force required for each wheel-end brake device according to the specific conditions of the vehicle (such as vehicle speed, turning state, etc.).

[0122] When the central controller 501 is responsible for calculating the braking force that each wheel-end brake device in the two pairs of wheel-end brake devices needs to output, the central controller 501 sends a first signal to the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel, and the first signal is used to control the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel to output the braking force indicated by the first signal. The central controller 501 also sends a second signal to the central controller 502, and the second signal is used to indicate the magnitude of the braking force output by the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel. After receiving the second signal sent by the central controller 501 for indicating the magnitude of the braking force output by the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel, the central controller 502 sends a second signal to the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel so that the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel output the braking force indicated by the second signal.

[0123] When the central controller 502 is responsible for calculating the braking force that each wheel-end brake device in the two pairs of wheel-end brake devices needs to output, the central controller 502 sends a second signal to the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel, and the second signal is used to control the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel to output the braking force indicated by the second signal. The central controller 502 also sends a first signal to the central controller 501, and the first signal is used to indicate the magnitude of the braking force output by the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel. After receiving the first signal sent by the central controller 502 for indicating the magnitude of the braking force output by the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel, the central controller 501 sends a first signal to the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel, so that the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel output the braking force indicated by the first signal.

[0124] 2. Single Point Failure Scenario

[0125] Among them, the so-called single point failure means that after a device or component (except the brake caliper) in the electronic mechanical braking system fails, the electronic mechanical braking system can still be guaranteed to complete braking normally. Specifically, the specific situation of the single point failure and the corresponding control method are introduced in detail below in combination with specific embodiments.

[0126] 1. Any of the two pairs of wheel-end brakes fails

[0127] The central controller 501 detects that the wheel end brake device 203 of the left front wheel fails. The first power supply 201 stops supplying power to the wheel end brake device 203 of the left front wheel and the wheel end brake device 205 of the right rear wheel. The central controller 502 instructs the wheel end brake device 204 of the right front wheel and the wheel end brake device 206 of the left rear wheel to output braking force.

[0128] The central controller 501 detects that the wheel end brake device 205 of the right rear wheel fails. The first power supply 201 stops supplying power to the wheel end brake device 203 of the left front wheel and the wheel end brake device 205 of the right rear wheel, and the central controller 502 instructs the wheel end brake device 204 of the right front wheel and the wheel end brake device 206 of the left rear wheel to output braking force.

[0129] The central controller 501 detects that the wheel end brake device 204 of the right front wheel fails. The second power supply 202 stops supplying power to the wheel end brake device 204 of the right front wheel and the wheel end brake device 206 of the left rear wheel. The central controller 501 instructs the wheel end brake device 203 of the left front wheel and the wheel end brake device 205 of the right rear wheel to output braking force.

[0130] The central controller 501 detects that the wheel end brake device 206 of the left rear wheel fails. The second power supply 202 stops supplying power to the wheel end brake device 204 of the right front wheel and the wheel end brake device 206 of the left rear wheel, and the central controller 501 instructs the wheel end brake device 203 of the left front wheel and the wheel end brake device 205 of the right rear wheel to output braking force.

[0131] 2. Any of the two central controllers fails

[0132] When each central controller can control two pairs of wheel-end braking devices, when the central controller 501 is used to control the braking process of the vehicle, if the central controller 501 fails, the central controller 502 controls the two pairs of wheel-end braking devices to output clamping force to the brake discs corresponding to the four wheels of the vehicle respectively. When the central controller 502 is used to control the braking process of the vehicle, if the central controller 502 fails, the central controller 501 controls the two pairs of wheel-end braking devices to output clamping force to the brake discs corresponding to the four wheels of the vehicle respectively.

[0133] When each central controller controls only one pair of wheel-end brake devices (central controller 501 controls the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel, central controller 502 controls the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel).

[0134] In a vehicle where the central controller 501 is used to control the wheel-end brake device to brake the vehicle, if the central controller 501 fails, the central controller 502 controls the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel. In a vehicle where the central controller 502 is used to control the wheel-end brake device to brake the vehicle, if the central controller 502 fails, the central controller 501 controls the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel.

[0135] 3. Either of the two power supplies fails

[0136] If the first power supply 201 fails, the first power supply 201 will stop supplying power. In this case, the second power supply 202 supplies power to the remaining pair of wheel-end brake devices. The central controller 502, the wheel-end brake device 204 of the right front wheel, and the wheel-end brake device 206 of the left rear wheel receive power from the second power supply 202, and the central controller 502 instructs the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel to output braking force.

[0137] If the second power supply 202 fails, the second power supply 202 will stop supplying power. In this case, the first power supply 201 supplies power to the remaining pair of wheel-end brake devices. The central controller 501, the wheel-end brake device 203 of the left front wheel, and the wheel-end brake device 205 of the right rear wheel receive power from the first power supply 201, and the central controller 501 instructs the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel to output braking force.

[0138] In addition, in order to ensure that the vehicle can output sufficient braking force, if the first power supply 201 fails, the central controller 502 instructs the wheel-end brake device 204 of the right front wheel and the wheel-end brake device 206 of the left rear wheel to output braking force, and the electronic hydraulic brake device 1501 and the electronic hydraulic brake device 1502 are used to brake the two rear wheels of the vehicle, thereby ensuring that the vehicle can output sufficient braking force.

[0139] If the second power supply 202 fails, the central controller 501 instructs the wheel-end brake device 203 of the left front wheel and the wheel-end brake device 205 of the right rear wheel to output braking force, and the electronic hydraulic brake device 1501 and the electronic hydraulic brake device 1502 are used to brake the two rear wheels of the vehicle, thereby ensuring that the vehicle can output sufficient braking force.

[0140] Based on the same concept, the present application provides an electric vehicle, which includes a power battery, wheels, two power supplies and the electronic mechanical braking system described in the above embodiments.

[0141] Although the present application has been described in conjunction with specific features and embodiments thereof, it is apparent that various modifications and combinations may be made thereto without departing from the scope of the present application. Accordingly, this specification and the accompanying drawings are merely exemplary illustrations of the present application as defined by the appended claims, and are deemed to have covered any and all modifications, variations, combinations or equivalents within the scope of the present application.

[0142] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the scope of protection of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A diagonally powered electromechanical braking system, characterized in that: The electronic mechanical braking system includes two pairs of wheel-end braking devices, one pair of the two pairs of wheel-end braking devices is used to brake the diagonal left front wheel and the right rear wheel of the vehicle respectively, and the other pair of the two pairs of wheel-end braking devices is used to brake the diagonal right front wheel and the left rear wheel of the vehicle respectively, each of the wheel-end braking devices includes a motor controller and a brake motor, the motor controller is used to control the brake motor to output a braking force, and the two pairs of wheel-end braking devices are used to receive power from two different power supplies, the two power supplies include a first power supply and a second power supply, wherein: The first power supply is used to supply power to the motor controller in the pair of wheel-end brake devices, and the second power supply is used to supply power to the motor controller in the other pair of wheel-end brake devices.

2. The electromechanical brake system according to claim 1, characterized in that: When the first power supply fails and the second power supply is valid, during the vehicle braking process, the pair of wheel-end braking devices stop braking the diagonal left front wheel and the right rear wheel and the other pair of wheel-end braking devices are used to brake the diagonal right front wheel and the left rear wheel; When the second power supply fails and the first power supply is valid, during the vehicle braking process, the other pair of wheel-end braking devices stop braking the diagonal right front wheel and the left rear wheel and the pair of wheel-end braking devices are used to brake the diagonal left front wheel and the right rear wheel.

3. The electromechanical brake system according to claim 1, characterized in that: The electronic mechanical braking system further includes two central controllers that back up each other, the first power supply is used to supply power to one of the central controllers, and the second power supply is used to supply power to the other central controller; During the vehicle braking process, when the two central controllers are both valid, one central controller is used to control the output braking force of the two pairs of wheel-end brake devices; when one central controller fails, the other central controller is used to control the output braking force of the two pairs of wheel-end brake devices.

4. The electromechanical brake system according to claim 3, characterized in that: At least one of the two central controllers is used to receive a brake pedal signal from a pedal sensor, wherein the brake pedal signal is used to indicate the opening degree of the brake pedal; During the vehicle braking process, in response to the brake pedal opening indicated by the brake pedal signal being less than or equal to a preset opening, one of the two power supplies supplies power and the other does not supply power, and one of the two pairs of wheel-end brake devices is used to brake two wheels of the vehicle; During the vehicle braking process, in response to the brake pedal opening indicated by the brake pedal signal being greater than the preset opening, both power supplies are powered, and the two pairs of wheel-end brake devices are used to brake the four wheels of the vehicle.

5. The electromechanical brake system according to any one of claims 1 to 4, characterized in that: In response to the vehicle braking during the driving process at a speed less than or equal to a preset speed, one of the two power supply sources supplies power and the other does not supply power during the braking process of the vehicle, and one pair of the two pairs of wheel-end brake devices is used to brake the two wheels of the vehicle; In response to the vehicle braking during travel at a speed greater than the preset speed, both power sources are powered during the vehicle braking process, and the two pairs of wheel-end brake devices are used to brake the four wheels of the vehicle.

6. The electromechanical brake system according to any one of claims 1 to 5, characterized in that: In the process where the two power supplies are supplying power to the electronic mechanical brake system, in response to the power level of one of the power supplies being lower than a preset power level, the power supply having a power level lower than the preset power level stops supplying power.

7. The electromechanical brake system according to any one of claims 1 to 6, characterized in that: In response to the vehicle braking during the right turn, the power supply for supplying power to the wheel end brake device of the left front wheel and the wheel end brake device of the right rear wheel stops supplying power; In response to the vehicle braking during the left turn, the power supply for supplying power to the wheel end brake device of the right front wheel and the wheel end brake device of the left rear wheel stops supplying power.

8. The electromechanical brake system according to any one of claims 1 to 7, characterized in that: The electronic mechanical braking system further comprises two electronic hydraulic braking devices, the two electronic hydraulic braking devices being used to brake the two rear wheels of the vehicle; During the vehicle braking process, in response to the opening of the brake pedal being greater than a preset opening, and the power level of one of the two power supplies being lower than a preset power level or one of the two power supplies failing, the two electronic hydraulic brake devices are used to brake the two rear wheels of the vehicle.

9. The electromechanical brake system according to any one of claims 1 to 8, characterized in that: Each of the brake actuators includes a brake motor and a brake caliper, and each of the brake controllers is used to control the brake motor to drive the brake caliper to output a clamping force to a brake disc of the vehicle.

10. The electromechanical brake system according to claim 3, characterized in that: The two central controllers are a first central controller and a second central controller, the first central controller and the second central controller both include a first housing, and the first housing includes a public CAN communication interface and a private CAN communication interface; The first central controller receives a signal from the second central controller through the public CAN communication interface; The second central controller receives a signal from the first central controller through the public CAN communication interface; The first central controller sends a signal to the wheel end brake device of the left front wheel and the wheel end brake device of the right rear wheel through the private CAN communication interface; The second central controller sends signals to the wheel-end braking device of the right front wheel and the wheel-end braking device of the left rear wheel through the private CAN communication interface.

11. The electromechanical brake system according to any one of claims 1 to 10, characterized in that: Each of the wheel-end brake devices comprises a second housing, and the second housing comprises a power supply interface for connecting to the power supply.

12. An electric vehicle, characterized in that: The electric vehicle comprises a power battery, wheels, two power supplies and an electromechanical braking system as described in any one of claims 1-11.

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