Electromechanical braking system and vehicle

Abstract

The invention provides an electronic mechanical braking system and a vehicle, and belongs to the technical field of vehicle braking. The electronic mechanical braking system supplies power to the wheel control units for controlling the opposite-angle wheels through the first power supply module and the second power supply module correspondingly, opposite-angle distribution power supply of the wheels is achieved, and therefore when one power supply fails, the two opposite-angle wheel control units powered by the other power supply work normally, and the power supply efficiency is improved. Therefore, deflection is avoided, and stability and safety of the vehicle are guaranteed. And in the power supply mode, under the condition that braking of one wheel control unit or two opposite-angle wheel control units fails, the braking force is distributed to the remaining wheel control units through the control execution module, so that the vehicle is controlled to still achieve required braking, risks caused by sudden braking change are avoided, and the safety of the vehicle is greatly improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and in particular to an electronic mechanical braking system and a vehicle. Background Art

[0002] With the continuous development of automobile technology and new energy technology, the electromechanical brake system (EMB) came into being. As a key technology, the electromechanical brake system replaces the parts originally driven by hydraulic or compressed air with electric motor drive, giving full play to the respective advantages of electric drive and mechanical brake, and achieving efficient, precise and sensitive braking performance. At the same time, it also simplifies the structure of the system and reduces the difficulty of assembly and maintenance.

[0003] At present, the existing electronic mechanical braking system designs each wheel control unit as an independent actuator. These actuators include high-side switches, integrated motor control chips and motors. The integrated motor control chip integrates the power processing part, the central control part and the wheel control part. However, this electronic braking system faces high safety risks in practical applications. Summary of the invention

[0004] In view of this, an object of the present invention is to provide an electronic mechanical braking system and a vehicle, which can improve the problem of being unable to control the vehicle due to power failure and greatly improve safety.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is as follows: In a first aspect, the present invention provides an electronic mechanical brake system, comprising a power control actuator and four wheel control units for respectively controlling a front left wheel, a front right wheel, a rear left wheel and a rear right wheel, wherein the power control actuator comprises a control execution module, a first power supply module and a second power supply module; The input end of the first power supply module is used to be connected to the output end of the first power supply, one output end of the first power supply module is connected to the voltage input end of the wheel control unit that controls the front left wheel, and the other output end of the first power supply module is connected to the voltage input end of the wheel control unit that controls the rear right wheel; The input end of the second power supply module is used to be connected to the output end of the second power supply, one output end of the second power supply module is connected to the voltage input end of the wheel control unit that controls the front right wheel, and the other output end of the second power supply module is connected to the voltage input end of the wheel control unit that controls the rear left wheel; The control execution module is respectively connected to each of the wheel control units for communication; The control execution module is used for executing brake distribution to generate control signals for the remaining wheel control units when one wheel control unit or two diagonal wheel control units fail to brake, and sending each control signal to the corresponding wheel control unit; The wheel control unit is used for braking according to the distributed rear braking force specified by the control signal.

[0006] Optionally, the wheel control unit includes a high-side switch, a motor control chip and a motor; The input end of the high side switch is connected to an output end of a corresponding power supply module, and the output end of the high side switch is connected to the power supply end of the motor control chip; wherein the power supply module is one of the first power supply module and the second power supply module; The driving end of the motor control chip is connected to the control end of the motor, and the power control end of the motor control chip is connected to the control end of the high-side switch; The motor control chip is used for controlling the high-side switch to be disconnected by sending a disconnection signal to the high-side switch when the real-time state of the motor meets a failure condition.

[0007] Optionally, the communication terminal of the motor control chip is communicatively connected to the control execution module; The motor control chip is also used to collect the real-time state of the motor and feed back the real-time state of the motor to the control execution module; The control execution module is used for executing brake distribution to generate control signals of the motor control chips of the non-failed motors when it is determined that one of the motors or the motors of a pair of diagonal wheels fails according to the real-time status of each of the motors, and sending each control signal to the corresponding motor control chip; The motor control chip is used to control the motor according to the control signal to achieve a specified distributed rear braking force.

[0008] Optionally, the control execution module includes a central control unit, the central control unit includes at least 4 CAN terminals, and each CAN terminal of the central control unit is connected to a communication terminal of the motor control chip; The central control unit is used for: Receiving the real-time status of each motor reported by each motor control chip through the CAN terminal; When it is determined that one of the motors or the motors of a pair of diagonal wheels fails according to the real-time status of each motor, brake allocation is performed to generate control signals of the motor control chips of the non-failed motors, each control signal is sent to the corresponding motor control chip, and a failure signal is sent to the motor control chip of the failed motor; When three or more of the motors are determined to be failed, sending a failure signal to each of the motor control chips; The motor control chip is used for sending a disconnection signal to the high-side switch to control the high-side switch to disconnect when receiving a failure signal.

[0009] Optionally, the control execution module further includes a power control unit, and the central control unit is communicatively connected with the power control unit; The sampling end of the power control unit is used to connect with a plug connector; wherein the plug connector is communicatively connected with the vehicle system of the vehicle where the electronic mechanical brake system is located; The power control unit is used to receive the wheel speed current signal sent by the plug connector, convert the wheel speed current signal into a wheel speed voltage signal, and send the wheel speed voltage signal to the central control unit; The central control unit is used to send a control signal to each of the motor control chips through each CAN terminal according to the wheel speed voltage signal.

[0010] Optionally, one of the motor control chips is an auxiliary controller, the auxiliary controller further comprises at least three CAN terminals, each CAN terminal of the auxiliary controller is connected to a communication terminal of the remaining motor control chip, and the auxiliary controller is also communicatively connected to the power control unit; The power control unit is used to determine whether the central control unit fails, and if the central control unit fails, send a takeover instruction to the auxiliary controller; The auxiliary controller is used to take over the function of the central control unit when receiving a takeover instruction.

[0011] Optionally, the first power supply module includes a first power supply unit and a second power supply unit, and the second power supply module includes a third power supply unit and a fourth power supply unit; The input end of the first power supply unit and the input end of the third power supply unit are both used to be connected to the output end of the first power supply, the output end of the first power supply unit is connected to the voltage input end of the wheel control unit that controls the front left wheel, and the output end of the third power supply unit is connected to the voltage input end of the wheel control unit that controls the rear right wheel; The input end of the second power supply unit and the input end of the fourth power supply unit are both used to connect to the output end of the second power supply, the output end of the second power supply unit is connected to the voltage input end of the wheel control unit that controls the front right wheel, and the output end of the fourth power supply unit is connected to the voltage input end of the wheel control unit that controls the rear left wheel.

[0012] Optionally, the first power supply unit, the second power supply unit, the third power supply unit and the fourth power supply unit are all back-to-back switching circuits.

[0013] Optionally, the power control end of the control execution module is connected to the control end of each of the first power supply unit, the second power supply unit, the third power supply unit and the fourth power supply unit respectively.

[0014] In a second aspect, the present invention provides a vehicle, comprising the electronic mechanical braking system as described in the first aspect.

[0015] The electronic mechanical braking system and vehicle provided by the embodiment of the present invention realizes diagonal distribution of power supply to the wheels by respectively supplying power to the wheel control units controlling the diagonal wheels through the first power supply module and the second power supply module. Therefore, when one of the power supplies fails, the two diagonal wheel control units powered by the other power supply work normally, so there will be no swaying, thus ensuring the stability and safety of the vehicle. And under this power supply mode, in the event of a brake failure of one wheel control unit or two diagonal wheel control units, the braking force is distributed to the remaining wheel control units through the control execution module, so that the vehicle can still achieve the required braking, avoiding the risk caused by sudden braking, and greatly improving the safety of the vehicle.

[0016] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 One of the system architecture schematic diagrams of the electronic mechanical braking system provided by the embodiment of the present invention is shown.

[0019] Figure 2 A second schematic diagram of the system architecture of the electronic mechanical braking system provided by an embodiment of the present invention is shown.

[0020] Figure 3 A circuit diagram of a first power supply unit and a third power supply unit provided in an embodiment of the present invention is shown.

[0021] Figure 4 A circuit diagram of a second power supply unit and a fourth power supply unit provided in an embodiment of the present invention is shown.

[0022] Figure 5 A third schematic diagram of the system architecture of the electronic mechanical braking system provided by an embodiment of the present invention is shown.

[0023] Figures in the specification: 1000-electronic mechanical brake system; 1-power control actuator; 11-control execution module; 111-power control unit; 112-central control unit; 12-first power supply module; 121-first power supply unit; 122-third power supply unit; 13-second power supply module; 131-second power supply unit; 132-fourth power supply unit; 2-wheel control unit; 21-high side switch; 22-motor control chip; 23-motor; 3-first power supply; 4-second power supply; D1-first diode; C1-first non-polarity resistor Capacitor; C2-second non-polar capacitor; Q1-first back-to-back switch; C3-first polar capacitor; D2-second diode; C4-third non-polar capacitor; C5-fourth non-polar capacitor; Q2-second back-to-back switch; C6-second polar capacitor; D3-third diode; C7-fifth non-polar capacitor; C8-sixth non-polar capacitor; Q3-third back-to-back switch; C9-third polar capacitor; D4-fourth diode; C10-seventh non-polar capacitor; C11-eighth non-polar capacitor; Q4-fourth back-to-back switch; C12-fourth polar capacitor. DETAILED DESCRIPTION

[0024] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0025] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present invention.

[0026] It should be noted that relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0027] In the related art, the electronic mechanical brake system 1000 is composed of three parts, which is costly and occupies a large space, and is easily restricted by the position of the vehicle chassis. In addition, the implementation method of the power supply in the electronic mechanical brake system 1000 makes it impossible for the entire electronic mechanical brake system 1000 to control the wheel when one of the power supplies fails, which makes it very easy to cause safety accidents and has high safety risks.

[0028] In order to improve the problems of high safety risk, susceptibility to vehicle chassis and vehicle position restrictions, and high cost of the electronic mechanical braking system 1000 in the related art, an embodiment of the present invention provides an electronic mechanical braking system 1000 and a vehicle.

[0029] Reference Figure 1 The electronic mechanical braking system 1000 provided in an embodiment of the present invention includes a power control actuator 1 and four wheel control units 2 that respectively control the front left wheel, the front right wheel, the rear left wheel and the rear right wheel. The power control actuator 1 includes a control execution module 11, a first power supply module 12 and a second power supply module 13.

[0030] The input end of the first power supply module 12 is used to be connected to the output end of the first power supply 3, one output end of the first power supply module 12 is connected to the voltage input end of the wheel control unit 2 that controls the front left wheel, and the other output end of the first power supply module 12 is connected to the voltage input end of the wheel control unit 2 that controls the rear right wheel.

[0031] The input end of the second power supply module 13 is used to be connected to the output end of the second power supply 4, one output end of the second power supply module 13 is connected to the voltage input end of the wheel control unit 2 that controls the front right wheel, and the other output end of the second power supply module 13 is connected to the voltage input end of the wheel control unit 2 that controls the rear left wheel.

[0032] The control execution module 11 is communicatively connected with each wheel control unit 2 .

[0033] The control execution module 11 is used to execute brake distribution to generate control signals for the remaining wheel control units 2 and send each control signal to the corresponding wheel control unit 2 when one wheel control unit 2 or two diagonal wheel control units 2 fail to brake.

[0034] The wheel control unit 2 is used for braking according to the distributed rear braking force specified by the control signal.

[0035] Among them, the two diagonal wheel control units 2 refer to two wheel control units 2 that control diagonal wheels, and diagonal wheels refer to two wheels that are not on the same side, for example, the front left wheel and the rear right wheel are a pair of diagonal wheels, and the front right wheel and the rear left wheel are a pair of diagonal wheels.

[0036] For example, when the first power supply 3 is powered off or the first power supply module 12 fails, the front left wheel and the rear right wheel of the vehicle lose control, and the second power supply 4 supplies power to the wheel control unit 2 that controls the diagonal front right wheel and the rear left wheel through the second power supply module 13, so that the front right wheel and the rear left wheel of the vehicle still work normally. Under the balancing effect of the front right wheel and the rear left wheel of the vehicle, the vehicle will not sway and can still work. At the same time, the control execution module 11 distributes the braking force of the front left wheel and the rear right wheel to the remaining wheel control units 2 (i.e., the front right wheel and the rear left wheel) to control the vehicle to still achieve the required braking and avoid the risk of sudden braking. When the second power supply 4 is powered off or the second power supply module 13 fails, the above process is the same and will not be repeated here.

[0037] When the braking of one wheel control unit 2 fails due to reasons other than power supply or the braking of two diagonal wheel control units 2 fails, the control execution module 11 distributes the braking of the failed vehicle control unit to the remaining wheel control units 2 to avoid the risk of sudden braking changes. For example, if the wheel control unit 2 of the front left wheel fails, the braking will be distributed to the front right wheel, the rear left wheel and the rear right wheel. If the wheel control units 2 of the front left wheel and the rear right wheel fail, the braking of both will be distributed to the wheel control units 2 of the front right wheel and the rear right wheel.

[0038] Through the above-mentioned manner, when the braking of some wheel control units 2 fails due to power supply or other reasons, the vehicle can be prevented from swaying to a certain extent, thereby ensuring the stability and safety of the vehicle.

[0039] The braking distribution method can be flexibly set. For example, when the braking of one wheel control unit 2 fails, the braking distribution ratio of the remaining three wheel control units 2 can be: , , ,in is the allocation ratio of the wheel control units 2 having a diagonal relationship with the failed wheel control unit 2, are the braking distribution ratios of the remaining two wheel control units 2, When two diagonal wheel control units 2 fail to brake due to power supply or other reasons, the remaining two wheel control units 2 that have not failed share the braking equally, or they can also share it in proportion.

[0040] In the above-mentioned electronic mechanical brake system 1000 , the first power supply module 12 and the second power supply module 13 may both be power supply circuits having one voltage input terminal and two voltage output terminals. In this case, the diagonal wheel control units 2 share one power supply circuit.

[0041] In order to avoid mutual interference between the control of diagonal wheels and to improve control accuracy and flexibility, the idea of ​​having four wheel control units 2 with independent power supply circuits for power supply is introduced. Figure 2 The first power supply module 12 includes a first power supply unit 121 and a second power supply unit 131 , and the second power supply module 13 includes a third power supply unit 122 and a fourth power supply unit 132 .

[0042] The input end of the first power supply unit 121 and the input end of the third power supply unit 122 are both used to connect to the output end of the first power supply 3. The output end of the first power supply unit 121 is connected to the voltage input end of the wheel control unit 2 that controls the front left wheel, and the output end of the third power supply unit 122 is connected to the voltage input end of the wheel control unit 2 that controls the rear right wheel.

[0043] The input end of the second power supply unit 131 and the input end of the fourth power supply unit 132 are both used to connect to the output end of the second power supply 4. The output end of the second power supply unit 131 is connected to the voltage input end of the wheel control unit 2 that controls the front right wheel, and the output end of the fourth power supply unit 132 is connected to the voltage input end of the wheel control unit 2 that controls the rear left wheel.

[0044] Through the above structure, the first power supply module 12 is composed of a first power supply unit 121 and a third power supply unit 122 that share the first power supply 3 but are single-channel independent, and the second power supply module 13 is composed of a second power supply unit 131 and a fourth power supply unit 132 that share the second power supply 4 but are single-channel independent, so that the four wheel control units 2 are respectively powered by independent power supply circuits, thereby improving the accuracy and flexibility of the power supply of each wheel control unit 2.

[0045] The circuit structures of the first power supply unit 121, the second power supply unit 131, the third power supply unit 122 and the fourth power supply unit 132 are consistent and can be power supply circuits composed of any type of switch tubes such as MOS tubes, triodes, transistors, etc., and their circuit structures are not limited.

[0046] In order to reduce the size of the circuit while having high operating frequency, fault isolation and recovery functions and improved robustness, the first power supply unit 121, the second power supply unit 131, the third power supply unit 122 and the fourth power supply unit 132 are all back-to-back switching circuits, that is, power supply circuits composed of back-to-back switches.

[0047] Reference Figure 3 and Figure 4 The circuit structures of the first power supply unit 121, the second power supply unit 131, the third power supply unit 122 and the fourth power supply unit 132 are as follows: Figure 3 and Figure 4 As shown. The circuit structure of the first power supply unit 121 includes a first diode D1, a first non-polar capacitor C1, a second non-polar capacitor C2, a first back-to-back switch Q1 and a first polar capacitor C3. The circuit structure of the second power supply unit 131 includes a second diode D2, a third non-polar capacitor C4, a fourth non-polar capacitor C5, a second back-to-back switch Q2 and a second polar capacitor C6. The circuit structure of the third power supply unit 122 includes a third diode D3, a fifth non-polar capacitor C7, a sixth non-polar capacitor C8, a third back-to-back switch Q3 and a third polar capacitor C9. The circuit structure of the fourth power supply unit 132 includes a fourth diode D4, a seventh non-polar capacitor C10, an eighth non-polar capacitor C11, a fourth back-to-back switch Q4 and a fourth polar capacitor C12.

[0048] In the circuit structure of the first power supply unit 121, the second power supply unit 131, the third power supply unit 122 and the fourth power supply unit 132, two non-polar capacitors constitute a filter circuit to interfere with the clutter signal, noise and other interference signals in the input power of the power supply. The diode is used for rectification and voltage stabilization, the back-to-back switch is used to control the power supply on and off of the wheel control unit 2, and the polar capacitor is used for filtering and voltage stabilization.

[0049] In order to further improve the safety of the mechanical brake system of the motor 23 and reduce the volume of the wheel control unit 2. Figure 5 The wheel control unit 2 includes a high side switch 21 , a motor control chip 22 and a motor 23 .

[0050] The input end of the high side switch 21 is connected to an output end of the corresponding power supply module, and the output end of the high side switch 21 is connected to the power supply end of the motor control chip 22. The power supply module is one of the first power supply module 12 and the second power supply module 13. For example, when the wheel control unit 2 is the wheel control unit 2 of the front left wheel, the power supply module corresponding to the high side switch 21 and the first power supply module 12. When the wheel control unit 2 is the wheel control unit 2 of the front right wheel, the power supply module corresponding to the high side switch 21 and the second power supply module 13.

[0051] The driving end of the motor control chip 22 is connected to the control end of the motor 23 , and the power control end of the motor control chip 22 is connected to the control end of the high-side switch 21 .

[0052] The motor control chip 22 is used to control the high-side switch 21 to disconnect by sending a disconnect signal to the high-side switch 21 when the real-time state of the motor 23 meets the failure condition.

[0053] Under the structure of the wheel control unit 2, the motor control chip 22 is used to control the output state of the motor 23 (such as speed, torque, start and stop, etc.), and obtain the real-time state of the motor 23 (such as speed, torque, start and stop, etc.), and judge whether the motor 23 is invalid (such as failures such as failure to control torque or speed) according to the real-time state of the motor 23. In the case of failure, a disconnection signal (such as a low-level signal, etc.) is sent to the high-side switch 21 to disconnect the high-side switch 21, thereby powering off the motor control chip 22 and stopping the motor 23. Therefore, the failed motor 23 is stopped in time to protect the vehicle and the motor 23, and the safety of the electronic mechanical brake system 1000 is further improved.

[0054] In addition, the high side switch 21 has built-in overcurrent and overheat protection circuits and energy absorption circuits, and there is no need to add these circuits. The high side switch 21, the motor control chip 22 and the motor 23 are integrated to form the wheel control unit 2, so that the vehicle wiring can be optimized and the size can be reduced. Furthermore, the small wheel control unit 2 can be placed at any position on the chassis, and the layout is not restricted, which helps to reduce the axial height.

[0055] In order to reduce costs, it is also convenient to communicate with the control execution module 11 so that the control execution module 11 can be informed of the failure of each wheel control unit 2. Figure 5 The motor control chip 22 also integrates a communication function, and a communication terminal of the motor control chip 22 is communicatively connected with the control execution module 11 .

[0056] The motor control chip 22 is also used to collect the real-time status of the motor 23 and feed back the real-time status of the motor 23 to the control execution module 11 .

[0057] The control execution module 11 is used to execute braking distribution to generate control signals of the motor control chip 22 of the motor 23 that has not failed, and send each control signal to the corresponding motor control chip 22, when it is determined that one motor 23 or a pair of diagonal wheel motors 23 has failed according to the real-time status of each motor 23. The motor 23 of the diagonal wheel refers to two motors 23 in the wheel control unit 2 of the diagonal wheel, and the two motors 23 drive the two diagonal wheels respectively.

[0058] The motor control chip 22 is used to control the motor 23 according to the control signal to achieve the specified distributed braking force. The distributed braking force is equal to the sum of the original braking force and the distributed braking force.

[0059] In the above process, the real-time status of the motor 23 and the interaction of sending and receiving control signals are fed back through the communication connection between the communication terminal of the motor control chip 22 and the control execution module 11.

[0060] In addition, in order to perform high-speed and real-time interaction between the motor control chip 22 and the control execution module 11, the communication terminal of the motor control chip 22 can be a CAN interface. Figure 5 The control execution module 11 includes a central control unit 112 , and the central control unit 112 includes at least four CAN terminals. Each CAN terminal of the central control unit 112 is connected to a communication terminal of a motor control chip 22 .

[0061] The central control unit 112 is used to: receive the real-time status of each motor 23 reported by each motor control chip 22 through the CAN terminal, and when it is determined that one motor 23 or the motors 23 of a pair of diagonal wheels have failed based on the real-time status of each motor 23, execute braking allocation to generate control signals for the motor control chips 22 of the non-failed motors 23, and send each control signal to the corresponding motor control chip 22.

[0062] In addition, when one motor 23 or the motors 23 of a pair of diagonal wheels fail, the central control unit 112 also sends a failure signal to the motor control chip 22 of the failed motor 23 through the CAN terminal. When the motor control chip 22 receives the failure signal, it controls the high-side switch 21 to disconnect by sending a disconnect signal to the high-side switch 21, so as to turn off the failed motor 23 in time.

[0063] When three or more motors 23 are determined to be failed, the central control unit 112 sends a failure signal to each motor control chip 22 through the CAN terminal. When the motor control chip 22 receives the failure signal, it controls the high-side switch 21 to be disconnected by sending a disconnect signal to the high-side switch 21, thereby turning off all motors 23 in time.

[0064] At this time, the motor control chip 22 controls the motor 23 and collects the real-time status of the motor 23, that is, the motor control chip 22 integrates the CAN communication function, the control function of the motor 23 and the high-side switch 21, and the motor 23 data collection function, so there is no need for an additional CAN communication chip and wheel control chip, which reduces the cost and reduces the size of the wheel control unit 2. According to the real-time status of each motor 23, it is determined whether the motor 23 is failed, the number of failed motors 23, whether the failed motor 23 is the motor 23 of the diagonal wheel, and the processing of brake allocation are all deployed on the central control unit 112, so as to quickly analyze the number of failed motors 23 by integrating the real-time status of each motor 23, so as to timely execute the control action of braking allocation or shutting down all motors 23 to ensure safety.

[0065] In order to further improve safety, the mechanical brake system of the motor 23 is introduced with the idea of ​​controlling the on and off of the first power supply unit 121, the second power supply unit 131, the third power supply unit 122 and the fourth power supply unit 132 by the control execution module 11. Figure 3 and Figure 4 The power control end of the control execution module 11 is connected to the control end of each of the first power supply unit 121 , the second power supply unit 131 , the third power supply unit 122 and the fourth power supply unit 132 .

[0066] In which, when the first power supply unit 121, the second power supply unit 131, the third power supply unit 122 and the fourth power supply unit 132 are all back-to-back switch circuits, the power control end of the central control unit 112 can be connected to the control ends of the back-to-back switches in the first power supply unit 121, the second power supply unit 131, the third power supply unit 122 and the fourth power supply unit 132 respectively.

[0067] Thus, when any vehicle control unit needs to be shut down urgently due to vehicle out of control, but the central control unit 112 has no effect after sending a failure signal to the vehicle control unit that needs to be shut down, the control execution module 11 can control the disconnection of the power supply unit by sending a pulse signal to the back-to-back switch, thereby controlling the corresponding wheel control unit 2 to shut down, thereby improving safety. At the same time, the on and off of each power supply unit can be controlled independently, which improves the flexibility of wheel control.

[0068] In the electronic mechanical brake system 1000, the central control unit 112 performs most of the processing and control work of the electronic mechanical brake system 1000, but the resources of the central control unit 112 are limited. Therefore, it is very easy to have a large workload and a reduced processing speed. Therefore, in order to ensure the processing speed of the central control unit 112, referring to the figure, the control execution module 11 may also include a power control unit 111, the central control unit 112 is communicatively connected to the power control unit 111, and the power control end of the power control unit 111 is respectively connected to the control end of the back-to-back switch in the first power supply unit 121, the second power supply unit 131, the third power supply unit 122 and the fourth power supply unit 132.

[0069] Through the above structure, when it is found that the wheel control unit 2 cannot be turned off, the power supply control unit 111 controls the on and off of the first power supply unit 121, the second power supply unit 131, the third power supply unit 122 and the fourth power supply unit 132, thereby reducing the workload and resource consumption of the central control unit 112 and ensuring its processing efficiency.

[0070] In order to further improve the working efficiency of the central control unit 112 and ensure that the central control unit 112 can quickly perform various processing and control tasks, refer to Figure 5 The control execution module 11 also includes a power control unit 111 , and the central control unit 112 is in communication connection with the power control unit 111 .

[0071] The sampling end of the power control unit 111 is used to connect to the connector. The connector is connected to the vehicle system of the vehicle where the electronic mechanical brake system 1000 is located. Here, the vehicle system includes but is not limited to equipment components such as wheel speed sensors, the first power supply 3, and the second power supply 4.

[0072] The power control unit 111 is used to receive the wheel speed current signal sent by the connector, convert the wheel speed current signal into a wheel speed voltage signal, and send the wheel speed voltage signal to the central control unit 112. The wheel speed voltage signal is in the form of a PWM wave.

[0073] The central control unit 112 is used to send control signals to each motor control chip 22 through each CAN terminal according to the wheel speed voltage signal.

[0074] By having the power control unit 111 perform the process of converting the current signal into a voltage signal, the central control unit 112 can directly use the wheel speed signal after receiving it without conversion, thereby helping to improve the processing control speed of the central control unit 112.

[0075] Under conditions of long-term use or high-load use, the central control unit 112 is prone to sudden failure, causing the entire electronic mechanical braking system 1000 to malfunction, resulting in vehicle loss of control and causing a safety accident.

[0076] In order to avoid safety accidents caused by failure of the central control unit 112, a control takeover function is introduced in the electronic mechanical brake system 1000. The motor control chip 22 in one wheel control unit 2 is set as an auxiliary controller, and the auxiliary controller also includes at least 3 CAN terminals, each CAN terminal of the auxiliary controller is connected to the communication terminal of the remaining motor control chip 22, that is, the auxiliary controller is respectively connected to the motor control chips 22 in the remaining three wheel control units 2 to achieve CAN communication connection, and the auxiliary controller is also connected to the power control unit 111 for communication.

[0077] The power control unit 111 is used to determine whether the central control unit 112 fails. If the central control unit 112 fails, a takeover instruction is sent to the auxiliary controller.

[0078] For example, the central control unit 112 sends a heartbeat signal to the power control unit 111 in real time or periodically. When the power control unit 111 detects that the duration of the last heartbeat signal received is within the preset safety duration, it confirms that the central control unit 112 is working normally. When the power control unit 111 detects that the duration of the last heartbeat signal received exceeds the preset safety duration, the power control unit 111 determines that the central control unit 112 is invalid. At this time, the power control unit 111 sends a takeover instruction to the auxiliary controller.

[0079] The central control unit 112 may also be configured with a failure alarm function. When it detects that it is about to fail, it sends a warning instruction to the power control unit 111. After receiving the warning instruction, the power control unit 111 determines that the power control unit 111 has failed and sends a takeover instruction to the auxiliary controller.

[0080] The central control unit 112 and the power control unit 111 can also perform real-time or periodic handshakes. When the power control unit 111 fails to receive a handshake signal from the central control unit 112, it is determined that the power control unit 111 is invalid and a takeover instruction is sent to the auxiliary controller.

[0081] The auxiliary controller is used to take over the function of the central control unit 112 when receiving a takeover instruction.

[0082] In the above manner, when the central control unit 112 fails or fails, a motor control chip 22 takes over the function of the central control unit 112 to enable the electronic mechanical braking system 1000 to work normally, thereby avoiding safety accidents caused by failure of the electronic mechanical braking system 1000.

[0083] Based on the same concept as the above-mentioned electronic mechanical braking system 1000 , an embodiment of the present invention further provides a vehicle, including the electronic mechanical braking system 1000 as provided above.

[0084] In summary, the electronic mechanical braking system and vehicle provided by the embodiments of the present invention have at least the following beneficial effects: (i) The two power supplies are converted into four power supply units through back-to-back switches, and diagonally distributed to the wheel control units for power supply, so that the diagonal wheels of the vehicle share a power supply. When one of the power supplies is lost, the control of the front and rear wheels can still be guaranteed, avoiding the vehicle from swaying, which greatly improves safety; (ii) processing the two power supplies and supplying them to the wheel control units respectively, so that the wheel control units can use electricity directly, eliminating the power supply processing part in the wheel control unit, saving space and cost; (iii) Under the structure of the electronic mechanical braking system, when the motor of one wheel or a pair of diagonal wheels fails, the required braking can still be achieved, avoiding the risks caused by sudden braking changes, greatly improving the safety of the vehicle; (iv) The wheel control unit is small in size and can be placed anywhere on the chassis, with no restrictions on layout, thus reducing the axial height.

[0085] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An electromechanical braking system, characterized in that: It includes a power control actuator and four wheel control units for respectively controlling the front left wheel, the front right wheel, the rear left wheel and the rear right wheel, wherein the power control actuator includes a control execution module, a first power supply module and a second power supply module; The input end of the first power supply module is used to be connected to the output end of the first power supply, one output end of the first power supply module is connected to the voltage input end of the wheel control unit that controls the front left wheel, and the other output end of the first power supply module is connected to the voltage input end of the wheel control unit that controls the rear right wheel; The input end of the second power supply module is used to be connected to the output end of the second power supply, one output end of the second power supply module is connected to the voltage input end of the wheel control unit that controls the front right wheel, and the other output end of the second power supply module is connected to the voltage input end of the wheel control unit that controls the rear left wheel; The control execution module is respectively connected to each of the wheel control units for communication; The control execution module is used for executing brake distribution to generate control signals for the remaining wheel control units when one wheel control unit or two diagonal wheel control units fail to brake, and sending each control signal to the corresponding wheel control unit; The wheel control unit is used for braking according to the distributed rear braking force specified by the control signal.

2. The electromechanical brake system according to claim 1, characterized in that: The wheel control unit includes a high-side switch, a motor control chip and a motor; The input end of the high side switch is connected to an output end of a corresponding power supply module, and the output end of the high side switch is connected to the power supply end of the motor control chip; wherein the power supply module is one of the first power supply module and the second power supply module; The driving end of the motor control chip is connected to the control end of the motor, and the power control end of the motor control chip is connected to the control end of the high-side switch; The motor control chip is used for controlling the high-side switch to be disconnected by sending a disconnection signal to the high-side switch when the real-time state of the motor meets a failure condition.

3. The electromechanical brake system according to claim 2, characterized in that: The communication terminal of the motor control chip is communicatively connected with the control execution module; The motor control chip is also used to collect the real-time state of the motor and feed back the real-time state of the motor to the control execution module; The control execution module is used for executing brake distribution to generate control signals of the motor control chips of the non-failed motors when it is determined that one of the motors or the motors of a pair of diagonal wheels fails according to the real-time status of each of the motors, and sending each control signal to the corresponding motor control chip; The motor control chip is used to control the motor according to the control signal to achieve a specified distributed rear braking force.

4. The electromechanical braking system according to claim 2 or 3, characterized in that: The control execution module includes a central control unit, the central control unit includes at least 4 CAN terminals, and each CAN terminal of the central control unit is connected to a communication terminal of the motor control chip; The central control unit is used for: Receiving the real-time status of each motor reported by each motor control chip through the CAN terminal; When it is determined that one of the motors or the motors of a pair of diagonal wheels fails according to the real-time status of each motor, brake allocation is performed to generate control signals of the motor control chips of the non-failed motors, each control signal is sent to the corresponding motor control chip, and a failure signal is sent to the motor control chip of the failed motor; When three or more of the motors are determined to be failed, sending a failure signal to each of the motor control chips; The motor control chip is used for sending a disconnection signal to the high-side switch to control the high-side switch to disconnect when receiving a failure signal.

5. The electromechanical brake system according to claim 4, characterized in that: The control execution module further includes a power control unit, and the central control unit is communicatively connected with the power control unit; The sampling end of the power control unit is used to connect with a plug connector; wherein the plug connector is communicatively connected with the vehicle system of the vehicle where the electronic mechanical brake system is located; The power control unit is used to receive the wheel speed current signal sent by the plug connector, convert the wheel speed current signal into a wheel speed voltage signal, and send the wheel speed voltage signal to the central control unit; The central control unit is used to send a control signal to each of the motor control chips through each CAN terminal according to the wheel speed voltage signal.

6. The electromechanical brake system according to claim 5, characterized in that: One of the motor control chips is an auxiliary controller, the auxiliary controller further comprising at least three CAN terminals, each CAN terminal of the auxiliary controller being connected to a communication terminal of the remaining motor control chip, and the auxiliary controller being further communicatively connected to the power control unit; The power control unit is used to determine whether the central control unit fails, and if the central control unit fails, send a takeover instruction to the auxiliary controller; The auxiliary controller is used to take over the function of the central control unit when receiving a takeover instruction.

7. The electromechanical brake system according to claim 1, characterized in that: The first power supply module includes a first power supply unit and a second power supply unit, and the second power supply module includes a third power supply unit and a fourth power supply unit; The input end of the first power supply unit and the input end of the third power supply unit are both used to be connected to the output end of the first power supply, the output end of the first power supply unit is connected to the voltage input end of the wheel control unit that controls the front left wheel, and the output end of the third power supply unit is connected to the voltage input end of the wheel control unit that controls the rear right wheel; The input end of the second power supply unit and the input end of the fourth power supply unit are both used to connect to the output end of the second power supply, the output end of the second power supply unit is connected to the voltage input end of the wheel control unit that controls the front right wheel, and the output end of the fourth power supply unit is connected to the voltage input end of the wheel control unit that controls the rear left wheel.

8. The electromechanical brake system according to claim 7, characterized in that: The first power supply unit, the second power supply unit, the third power supply unit and the fourth power supply unit are all back-to-back switch circuits.

9. The electromechanical brake system according to claim 7 or 8, characterized in that: The power control end of the control execution module is connected to the control end of each of the first power supply unit, the second power supply unit, the third power supply unit and the fourth power supply unit respectively.

10. A vehicle, characterized in that: Comprising an electromechanical braking system as claimed in any one of claims 1 to 9.

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