Vehicle braking system and vehicle

Abstract

The invention discloses a vehicle braking system and a vehicle. The vehicle braking system comprises a main control braking unit, a standby braking unit and a communication control module. The communication control module is used for controlling a first on-off state between the main control brake unit and the brake fluid module and controlling a second on-off state between the standby brake unit and the brake fluid module; and in the abnormal working mode of the main control braking unit, the standby braking unit is started, and the connection control module is used for adjusting the first on-off state to be disconnected and adjusting the second on-off state to be connected. Therefore, the standby braking unit and the communication control module are introduced, the standby mode is seamlessly switched when the master control braking unit fails, and the safety and reliability of vehicle braking under the emergency condition are improved.

Description

Technical Field

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

[0002] With the wide application of vehicles, the safety and reliability of vehicle braking is one of the core elements to ensure vehicle driving safety.

[0003] In the related art, a vehicle is usually equipped with a set of master electric control braking system or mechanical braking system to achieve vehicle braking. However, in an emergency, the safety of the vehicle braking system in the related art needs to be improved. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the present invention provides a vehicle braking system and a vehicle, which introduces a backup braking unit that shares a braking system with an original main control braking unit of the vehicle, and seamlessly switches to a backup braking mode when the main control braking unit fails, thereby greatly improving the safety and reliability of the vehicle braking system.

[0005] To achieve the above-mentioned purpose, a first aspect of the present invention proposes a vehicle braking system, which is connected to a brake fluid module of the vehicle, and includes a main control braking unit, a backup braking unit and a connection control module; the connection control module is used to control a first on-off state between the main control braking unit and the brake fluid module, and to control a second on-off state between the backup braking unit and the brake fluid module; wherein, in the normal working mode of the main control braking unit, the first on-off state is connected, and the second on-off state is disconnected; in the abnormal working mode of the main control braking unit, the backup braking unit is started, and the connection control module is used to adjust the first on-off state to disconnected, and adjust the second on-off state to connected, so that the backup braking unit and the brake fluid module output braking pressure.

[0006] According to one embodiment of the present invention, the main control braking unit is an electric control braking unit, and the backup braking unit is a mechanical braking unit.

[0007] According to one embodiment of the present invention, the backup brake unit includes a pressure transmission module; when the first on-off state is connected, the main control brake unit is connected to the brake fluid module through the pressure transmission module.

[0008] According to one embodiment of the present invention, the vehicle braking system also includes a first backup starting module connected to the backup braking unit; in response to a state switching operation on the first backup starting module, the state of the first backup starting module is changed from a sleep state to a wake-up state, or, from the wake-up state to the sleep state; if the first backup starting module is changed from the sleep state to the wake-up state, the backup braking unit is started, and the connection control module is used to adjust the first on-off state to disconnected, and adjust the second on-off state to connected; if the first backup starting module is changed from the wake-up state to the sleep state, the backup braking unit is turned off, and the connection control module is used to adjust the first on-off state to connected, and adjust the second on-off state to disconnected.

[0009] According to one embodiment of the present invention, the main control braking unit is an electric control braking unit; if the first backup startup module changes from the sleep state to the wake-up state, the first backup startup module is used to adjust the main control braking unit to a power-off state; if the first backup startup module changes from the wake-up state to the sleep state, the first backup startup module is used to adjust the main control braking unit to a power-on state.

[0010] According to an embodiment of the present invention, there are multiple first standby starting modules, and each of the first standby starting modules is connected to the standby braking unit respectively.

[0011] According to one embodiment of the present invention, the vehicle braking system also includes a second backup starting module connected to the backup braking unit, and a connectivity control starting module connected to the connectivity control module, the second backup starting module being used to control the start or shut down of the backup braking unit; in response to a state switching operation on the connectivity control starting module, the connectivity control starting module is changed from a first working state to a second working state, or, from the second working state to the first working state; if the connectivity control starting module is changed from the first working state to the second working state, the connectivity control module is used to adjust the first on-off state to disconnected, and adjust the second on-off state to connected; if the connectivity control starting module is changed from the second working state to the first working state, the connectivity control module is used to adjust the first on-off state to connected, and adjust the second on-off state to disconnected.

[0012] According to one embodiment of the present invention, the main control braking unit is an electric control braking unit; if the second backup startup module changes from a sleep state to a wake-up state, the second backup startup module is used to adjust the main control braking unit to a power-off state; if the second backup startup module changes from the wake-up state to the sleep state, the second backup startup module is used to adjust the main control braking unit to a power-on state; or, if the connectivity control startup module changes from the first working state to the second working state, the connectivity control module is used to adjust the main control braking unit to the power-off state; if the connectivity control startup module changes from the second working state to the first working state, the connectivity control module is used to adjust the main control braking unit to the power-on state.

[0013] According to one embodiment of the present invention, the main control braking unit is an electric control braking unit, and the vehicle braking system also includes a power-on control module; in response to a state switching operation on the power-on control module, the power-on control module changes from a power-on state to a power-off state, or, changes from the power-off state to the power-on state; if the power-on control module changes from the power-on state to the power-off state, the power-on control module is used to adjust the main control braking unit to a power-off state; if the power-on control module changes from the power-off state to the power-on state, the power-on control module is used to adjust the main control braking unit to a power-on state.

[0014] To achieve the above-mentioned purpose, a second aspect of the present invention proposes a vehicle, including a body and wheels, wherein the wheels are provided with brake assemblies, the vehicle also includes a brake fluid module connected to the brake assembly, and a vehicle braking system connected to the brake fluid module, wherein the vehicle braking system is the vehicle braking system described in any of the aforementioned embodiments.

[0015] According to multiple embodiments provided by the present invention, a backup brake unit is introduced to take over the braking task when the main control brake unit fails or fails to work properly. The backup brake unit is located between the original main control brake unit and the brake fluid module of the vehicle, so that the backup brake unit can share the vehicle brake fluid module and wheel brake structure with the main control brake unit, avoiding complex manufacturing processes and reducing manufacturing costs. In addition, the backup brake system is not activated by default to maintain the simplicity and energy efficiency of the system. By introducing a backup brake unit and a connection control module, the braking system can seamlessly switch to the backup mode when the main control brake unit fails, ensuring that the vehicle can still maintain reliable braking capabilities, reducing safety risks caused by failures or abnormalities of the main control brake unit, and improving the safety and reliability of vehicle braking in emergency situations.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 The figure is a schematic diagram of the structure of a vehicle braking system provided according to one embodiment of the present specification.

[0018] Figure 2 The figure is a schematic diagram of the connection between the main control brake unit and the brake fluid module according to one embodiment of the present specification.

[0019] Figure 3a A schematic structural diagram of a vehicle braking system provided according to another embodiment of the present specification.

[0020] Figure 3b The present invention is a schematic diagram of the structure of a vehicle and a braking system thereof provided according to one embodiment of the present specification.

[0021] Figure 3c A braking flow chart of a vehicle braking system provided according to one embodiment of the present specification.

[0022] Figure 3d A schematic diagram of the structure of a vehicle and a braking system thereof provided according to another embodiment of the present specification.

[0023] Figure 4a A schematic structural diagram of a vehicle braking system provided according to yet another embodiment of the present specification.

[0024] Figure 4b A schematic diagram of the structure of a vehicle and a braking system thereof provided according to another embodiment of the present specification.

[0025] Figure 4c A braking flow chart of a vehicle braking system provided according to yet another embodiment of the present specification.

[0026] Figure 5a A schematic diagram of the structure of a vehicle and a braking system thereof provided according to another embodiment of the present specification.

[0027] Figure 5b A braking flow chart of a vehicle braking system provided according to yet another embodiment of the present specification.

[0028] In the figure, 100: vehicle; 110: vehicle braking system; 112: main control braking unit; 114: backup braking unit; 116: connection control module; 120: brake fluid module; 200: pressure transmission module; 300: first backup starting module; 410: second backup starting module; 420: connection control starting module. DETAILED DESCRIPTION

[0029] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0030] In recent years, with the rapid development of Electronic Control Unit (ECU) technology, sensor technology and motor drive technology, electrified braking systems (such as brake-by-wire systems (Electronic Brake System, EBS), electronic stability control systems (Electronic Stability Controller, ESC) integrated braking functions, etc.) have gradually become the new favorite of automotive braking technology due to their advantages of rapid response, precise control and easy integration into vehicle active safety systems. However, the complexity of electronic systems means that any software defects, hardware failures or electromagnetic interference may cause the braking system to fail. For example, in extreme environments (such as high temperature, high humidity, strong electromagnetic fields, etc.), the electronic components in electrified braking systems (also known as electronic control braking systems) are easily affected.

[0031] At the same time, the electronic control braking system has the security risk of being hacked. The electronic control braking system usually contains multiple electronic components and complex control algorithms. The interaction and communication between these elements make the system vulnerable to cyber attacks. In addition, with the development of vehicle intelligence and networking, the integration of electronic control braking systems with other vehicle systems continues to increase, which also increases the risk of system attacks. Therefore, once the system is hacked and maliciously controlled, it may cause serious traffic accidents and casualties.

[0032] In addition, the electric control braking system's reliance on power supply also poses another safety hazard. Once the battery is exhausted or the power system fails, the braking system may completely lose its function, posing a great threat to the driver and passengers. When a vehicle is equipped with only one electric control braking system that is highly dependent on electronic components, its potential safety hazards cannot be ignored.

[0033] On the other hand, if the vehicle chooses to use only a single and highly integrated mechanical brake system, although the risk of electronic failure is reduced to a certain extent, it still faces performance degradation or even failure caused by wear, aging, corrosion and other problems of mechanical components. At the same time, the response speed and adjustment accuracy of the mechanical brake system may be insufficient compared to the electric control brake system, especially in emergency braking or complex road conditions, it is difficult to achieve the best braking effect.

[0034] In the related art, once the main electronic control braking system or mechanical braking system equipped in the vehicle fails, the only option is to rely on the vehicle's parking brake device (e.g., handbrake) to try to slow down or stop the vehicle. However, this method is often limited in effect and complicated to operate, especially when driving at high speeds or when emergency braking is required. It may not be possible to provide sufficient braking force in a timely and effective manner.

[0035] In view of the safety issues faced by vehicle braking systems that rely on a single electronically controlled braking system or a mechanical braking system to provide braking functions, it is necessary to propose a vehicle braking system and a vehicle, which introduces a backup braking unit that shares a braking system with the vehicle's original main control braking unit, and seamlessly switches to a backup braking mode when the main control braking unit fails, thereby greatly reducing the safety risks caused by braking system failures.

[0036] The vehicle braking system provided in this specification is mainly used in the scenario of hydraulic braking. The vehicle braking system arranges a set of redundant backup braking units on the basis of the original main control braking unit of the vehicle, and adjusts the on-off relationship between the main control braking unit and the backup braking unit and the brake fluid module through the connection control module. Specifically, when the main control braking unit is working normally, the connection control module ensures that the channel between the main control braking unit and the brake fluid module remains connected, and disconnects the connection between the backup braking unit and the brake fluid module, so that the braking task of the vehicle is undertaken by the main control braking unit.

[0037] In the abnormal working mode of the main control braking unit, for example, the main control braking unit fails or its performance drops below the preset safety threshold, or it may be remotely operated and cannot work normally, an emergency response mechanism can be implemented through the connection control module. The connection control module can cut off the connection between the main control braking unit and the brake fluid module, and connect the channel between the backup braking unit and the brake fluid module, so that the backup braking unit takes over the main control braking unit to perform the vehicle's braking task.

[0038] Therefore, by introducing a backup brake unit, it is used to take over the braking task when the main control brake unit fails or fails to work properly. The backup brake unit is located between the original main control brake unit and the brake fluid module of the vehicle, so that the backup brake unit can share the vehicle brake fluid module and wheel brake structure with the main control brake unit, realizing a compatible braking system, avoiding complex manufacturing processes, and reducing manufacturing costs. In addition, the backup brake system is not activated by default to maintain the simplicity and energy efficiency of the system. By introducing a backup brake unit and a connection control module, the braking system can seamlessly switch to the backup mode when the main control brake unit fails, ensuring that the vehicle can still maintain reliable braking capabilities, reducing safety risks caused by failures or abnormalities of the main control brake unit, and improving the safety and reliability of vehicle braking in emergency situations.

[0039] In some embodiments, the main control braking unit of the vehicle is an electric control braking unit, and the backup braking unit is a mechanical braking unit. Therefore, in the abnormal working mode of the main control braking unit, it is possible to manually intervene in the vehicle braking system for braking. By manually cutting off the connection between the electric control braking unit and the brake fluid module, the main controller of the vehicle braking system or the brake system becomes a human, thereby manually intervening in possible emergency states of the vehicle. Especially for situations where new energy vehicles or unmanned vehicles are attacked by hackers, when emergency braking is required after the vehicle is remotely controlled, the backup mechanical braking unit can be used to avoid damage to the vehicle as much as possible, solving the problem of being unable to manually intervene in braking after the vehicle is remotely controlled. This can improve the controllability and trust of passengers in the vehicle, which is conducive to the development and promotion of high-end intelligent driving vehicles and has good social application value.

[0040] In other embodiments, in the normal working mode of the main control braking unit, the main control braking unit can be connected to the brake fluid module through the pressure transmission module of the backup braking unit. In the abnormal working mode of the main control braking unit, the connection control module can disconnect the connection between the main control braking unit and the pressure transmission module to disconnect the passage between the main control braking unit and the brake fluid module, and connect the module of the backup braking unit for generating brake pressure with the pressure transmission module to connect the backup braking unit with the brake fluid module. In this way, the complexity of the manufacturing process can be further reduced, the structural compactness of the entire vehicle braking system can be improved, and the space occupation of the vehicle can be reduced to a certain extent.

[0041] In some other embodiments, the vehicle braking system provided in this specification can start or shut down the backup brake unit and control the state of the connection control module by setting a backup start module, so that the connection control module can adjust the on-off relationship between the main control brake unit and the backup brake unit and the brake fluid module. Among them, the backup start module can be implemented in any form of a pull rope, a trigger, a button, a switch, a pedal, etc., and the backup start module can be arranged at any position of the vehicle according to needs. Therefore, compared with structures such as foot brakes or hand brakes set in fixed positions, by implementing a backup start module with optimized form, the triggering form of the backup brake unit is simpler and more convenient, and more stable and reliable vehicle braking can be achieved in emergency situations.

[0042] Furthermore, in the case where the main control braking unit is an electric control braking unit, the above-mentioned backup starting module can also be used to control the power on and off of the main control braking unit, so that in the abnormal working mode of the main control braking unit, by cutting off the power supply of the main control braking unit, it is possible to reduce component damage caused by idling of the main control braking unit motor.

[0043] In some further embodiments, the vehicle braking system provided in this specification can also control the start or shut down of the backup brake unit by setting a backup start module, and control the state of the connection control module by setting a connection control start module. Thus, the backup brake can work normally and take over the braking task only when the backup brake unit is started by the backup start module and the connection control start module connects the backup brake unit with the brake fluid module, which can effectively reduce the problem of accidental touch.

[0044] Furthermore, in the case where the main control braking unit is an electric control braking unit, the power-on and power-off states of the main control braking unit may also be controlled by the standby starting module or the connectivity control starting module.

[0045] In some other embodiments, when the main control braking unit is an electric control braking unit, the vehicle braking system provided in this specification can also control the power-on and power-off states of the main control braking unit by setting a power-on control module. According to the above description of the backup start-up module and the connection control start-up module, it can be imagined that the state of the power-on control module can be controlled by the backup start-up module, can be controlled by the connection control start-up module, and can also be controlled by an additional power-on control state switching module.

[0046] In some achievable ways, the number of backup start modules in the vehicle braking system provided in this specification can be multiple, and each backup start module is respectively connected to the backup brake unit, so that any backup start module can realize the control function in any of the above-mentioned embodiments. Among them, the arrangement position of each backup start module is flexible and can be respectively set at different positions of the vehicle. Therefore, the implementation form of the backup start module can be further optimized, the operation can be simplified, and the reliability of the backup brake unit can be further improved.

[0047] The present specification provides a vehicle braking system, referring to Figure 1 As shown, the vehicle brake system 110 is connected to a brake fluid module 120 of the vehicle 100 , and the vehicle brake system 110 includes a main control brake unit 112 , a backup brake unit 114 and a communication control module 116 .

[0048] The connection control module 116 is used to control a first on-off state between the main control braking unit 112 and the brake fluid module 120, and to control a second on-off state between the backup braking unit 114 and the brake fluid module 120. In the normal working mode of the main control braking unit 112, the first on-off state is connected, and the second on-off state is disconnected.

[0049] In the abnormal working mode of the main control braking unit 112, the backup braking unit 114 is started, and the connection control module 116 is used to adjust the first on-off state to disconnection and the second on-off state to connection, so that the backup braking unit 114 and the brake fluid module 120 output braking pressure.

[0050] The vehicle braking system 110 may be used to provide pressure for the brake fluid module 120 , and the vehicle braking system 110 and the brake fluid module 120 cooperate to output braking pressure to the brake components of the vehicle wheels.

[0051] The brake fluid module 120 can be used to be responsible for brake fluid related functions and controls, such as storage, management and distribution of brake fluid, etc., to ensure that the brake system can work normally. If the main control brake unit 112 is connected to the brake fluid module 120, the main control brake unit 112 and the brake fluid module 120 can form a closed hydraulic circuit to provide brake pressure for the wheel brake assembly; if the backup brake unit 114 is connected to the brake fluid module 120, the backup brake unit 114 and the brake fluid module 120 can form a closed hydraulic circuit to provide brake pressure for the wheel brake assembly. The brake fluid module 120 may include components such as a brake fluid storage tank (also referred to as a fluid storage tank or a fluid storage pot), a brake fluid pipeline, and a pressure sensor.

[0052] The main control braking unit 112 and the backup braking unit 114 are components for performing braking tasks to provide braking pressure together with the brake fluid module 120. The main control braking unit 112 and the backup braking unit 114 share a brake fluid module 120. The main control braking unit 112 and the backup braking unit 114 are connected to the communication control module 116 respectively.

[0053] The main control braking unit 112 is responsible for providing the pressure and control required for braking under normal operating conditions, and may generally include key components such as a brake pump, a pressure sensor, and a solenoid valve. The backup braking unit 114 serves as a redundancy or backup for the main control braking unit 112, and automatically takes over the braking task when the main control braking unit 112 fails. It is not activated or triggered in the normal working mode of the main control braking unit 112, but may be activated or triggered in the abnormal working mode of the main control braking unit 112.

[0054] The normal working mode of the main control braking unit 112 indicates a working state in which the main control braking unit 112 can achieve the expected braking effect. The abnormal working mode indicates a working state in which the main control braking unit 112 cannot achieve the expected braking effect, and may include a state in which the main control braking unit 112 fails or loses control due to a fault or remote control.

[0055] In some cases, if a redundant backup braking system is independently arranged on the basis of the original braking system of the vehicle, or a backup braking unit is arranged that only shares the wheel brake assembly (brake assembly) with the main control braking unit of the original braking system, the manufacturing process complexity of the braking system will increase. Especially for vehicles that support high-level autonomous driving, it will increase the cost of the vehicle and the space occupied by the vehicle. Therefore, in order to reduce the manufacturing process complexity and manufacturing cost of the braking system and minimize the space occupied by the vehicle, it is necessary to design a backup braking unit that shares the braking system including the brake fluid module and the wheel brake assembly with the original main control braking unit of the vehicle.

[0056] Specifically, in the normal working mode of the main control braking unit 112, the communication control module 116 can keep the first on-off state between the main control braking unit 112 and the brake fluid module 120 connected to ensure that a complete hydraulic circuit is formed between the main control braking unit 112 and the brake fluid module 120 to provide a stable brake pressure. At the same time, the second on-off state between the backup braking unit 114 and the brake fluid module 120 is disconnected, which can avoid unnecessary energy consumption and potential interference.

[0057] In the abnormal working mode of the main control braking unit 112, if the main control braking unit 112 fails or is abnormal, the backup braking unit 114 can be started, and the connection control module 1116 can respond immediately, adjusting the first on-off state to disconnection, and cutting off the connection between the main control braking unit 112 and the brake fluid module 120. At the same time, the second on-off state is adjusted to connection, so that the backup braking unit 114 and the brake fluid module 120 output the brake pressure, ensuring that the vehicle 100 can continue to brake safely.

[0058] In some embodiments, the main control braking unit 112 may be connected to the brake fluid module 120 via a portion of the pipeline of the backup braking unit 114, and the connection control module 116 adjusts the first on-off state by connecting or disconnecting the main control braking unit 112 from the portion of the pipeline.

[0059] In other embodiments, the main control brake unit 112 and the backup brake unit 114 are connected to the brake fluid module 120 through their own pipelines, and the connection control module 116 adjusts the first on-off state by connecting or cutting off the pipeline between the main control brake unit 112 and the brake fluid module 120, and adjusts the second on-off state by connecting or cutting off the pipeline between the backup brake unit 114 and the brake fluid module 120. It can be understood that this connection method is similar to the parallel connection method.

[0060] In some achievable embodiments, the connectivity control module 116 may respond to monitoring of an abnormal operating mode of the main control braking unit 112 to automatically adjust a first on / off state of the main control braking unit 112 and a second on / off state of the backup braking unit 114 when an abnormality of the main control braking unit 112 is detected.

[0061] In some other achievable manners, when an abnormality occurs in the main control brake unit 112 , the state of the communication control module 116 may be manually controlled to adjust the first on / off state and the second on / off state.

[0062] It is understandable that when an abnormality occurs in the main control braking unit 112, a warning signal may be issued through a fault indicator light or a dashboard display or other means.

[0063] It should be noted that the communication control module 116 can be any one of a control switch, a control valve, etc.

[0064] The backup control unit may also be started when an abnormality is detected in the main control braking unit 112 , or may be started by manual control when an abnormality occurs in the main control braking unit 112 .

[0065] The main control braking unit 112 and the backup braking unit 114 may both be electric control braking units or mechanical braking units. Alternatively, the main control braking unit 112 may be an electric control braking unit, and the backup braking unit 114 may be a mechanical braking unit. Alternatively, the main control braking unit 112 may be a mechanical braking unit, and the backup braking unit 114 may be an electric control braking unit.

[0066] In the above-mentioned implementation, by introducing a backup brake unit and a connection control module, the brake system can seamlessly switch to a backup mode when the main control brake unit fails, ensuring that the vehicle can still maintain reliable braking capabilities, reducing safety risks caused by failure or abnormality of the main control brake unit, and improving the safety and reliability of vehicle braking in emergency situations. The backup brake unit is located between the original main control brake unit and the brake fluid module of the vehicle, and shares the vehicle brake fluid module and wheel brake structure with the main control brake unit, avoiding complex manufacturing processes and reducing manufacturing costs. In addition, the backup brake system is not activated by default to maintain the simplicity and energy efficiency of the system. In addition, by controlling the on-off state between the main control brake unit and the backup brake unit and the brake fluid module through the connection control module, the main control brake unit and the backup brake unit can be completely isolated, so that the main control brake unit and the backup brake unit do not affect each other. Compared with the related art, the reliability of the backup brake unit can be better guaranteed.

[0067] On the other hand, especially in an emergency, when the main control braking system of the vehicle cannot function normally, the backup braking unit and the connected control module can cut off the control of the main control braking system on the vehicle, take over the braking system of the vehicle, effectively avoid the loss of passengers, and protect the safety of passengers' lives and property. While protecting the safety of the vehicle, the above-mentioned vehicle braking system can effectively reduce the waste of resources, reduce the property loss of the owner caused by the damage to the vehicle, and the damage to the surrounding pedestrians, public facilities, vehicles, buildings, etc., and avoid these losses from the source as much as possible. At the same time, compared with the large-scale damage or destruction of the vehicle caused by the inability to brake, the braking system that works can greatly reduce the degree of damage to the vehicle, thereby reducing the maintenance cost of the vehicle. To a certain extent, this type of redundant design can also improve the safety and reliability of the vehicle while improving the user's recognition of the vehicle brand, thereby improving the brand awareness of the enterprise and increasing the market share of branded vehicles.

[0068] In some implementations, the main control brake unit 112 is an electric control brake unit, and the backup brake unit 114 is a mechanical brake unit.

[0069] Among them, the electric control brake unit is a component that realizes the main braking function through an electronic control unit (ECU) and a related electric drive device. It can also be called a wire control brake unit or an electronic brake unit.

[0070] The mechanical brake unit is a component that uses mechanical principles to achieve the braking function and does not rely on electricity or electronic signals. The mechanical brake unit may include a braking force generation module, a braking force transmission module, a braking force adjustment module, a braking auxiliary module, etc. Among them, the braking force generation module may be a brake pump, etc.; the braking force transmission module may be a brake master cylinder, etc.; the braking force adjustment module may be a pressure regulator, etc.; the braking auxiliary module may be a vacuum booster, etc. In this specification, the mechanical brake unit is also referred to as a manual brake unit or an artificial brake unit, etc. It should be noted that the mechanical brake unit may have a service brake function.

[0071] In some cases, with the rapid development of electrified and intelligent self-driving vehicles, self-driving vehicles are becoming more and more popular in society. However, the risk of vehicles being hacked and remotely controlled is also increasing. Even though people are paying more and more attention to automotive functional safety, network security, and information security, there is no guarantee that the electrified braking units in such vehicles will be reliable. Considering that the simplest mechanical braking method is the most stable and reliable, even if the level of autonomous driving has reached L5, it is necessary to design and retain a system that can brake manually or by foot in an emergency to cope with scenarios where emergency braking is required in special circumstances.

[0072] Specifically, in the normal working mode of the main control brake unit 112, the connection control module 116 can keep the first on-off state between the main control brake unit 112 and the brake fluid module 120 connected to provide brake pressure through an electrified intelligent braking method. At the same time, the second on-off state between the backup brake unit 114 and the brake fluid module 120 is disconnected.

[0073] In the abnormal working mode of the main control braking unit 112, the backup braking unit 114 can be started, and the connection control module 116 responds by adjusting the first on-off state to off, cutting off the connection between the main control braking unit 112 and the brake fluid module 120. At the same time, the second on-off state is adjusted to connected, so that the backup braking unit 114 can receive brake fluid from the brake fluid module 120, provide brake pressure by mechanical braking, and perform effective braking.

[0074] In the above implementation, considering that mechanical transmission brakes are more stable and have a lower failure probability than electric brakes of new energy vehicles or vehicles with electrified control systems, for electrified and intelligent vehicles, a purely mechanical mechanical brake unit is arranged as a redundant design of the vehicle's electric control brake unit, and the independence and reliability of the mechanical brake unit are ensured by connecting the control module. Even if the electric control brake unit fails due to power failure, electronic failure, network intrusion or other reasons, the spare mechanical brake unit can continue to work to ensure that the vehicle or equipment can stop safely. The structure of a purely mechanical brake system is simpler than that of an electrified brake system, and the mechanical brake unit is usually easy to maintain, simple to repair, and has low maintenance costs, and can serve as an important safety guarantee in the brake system.

[0075] Since the braking system of the mainstream new energy vehicles is mainly an electrified braking unit, the control of this type of braking system mainly consists of motors, buses, control systems, etc. Once an electrical accident occurs (for example, hacker attacks, vehicle failures, brake system failures, anti-lock braking systems and chassis-related systems being manipulated, etc.), the vehicle may be unable to brake, and the safety and reliability of the vehicle will be greatly reduced. By adding a set of mechanical braking units on the basis of the mainstream electrified braking units, the safety and reliability of new energy vehicles or vehicles with "electrified braking systems" can be effectively improved, and the safety of unmanned vehicles can be improved to a certain extent. After the vehicle is attacked or remotely controlled, in an emergency, when the vehicle's electrified braking system cannot work, the manual braking system can cut off the control of the vehicle by the electrified braking system and take over the braking of the vehicle. Through the mechanical braking unit and the connection control module, the vehicle's braking system can be manually intervened to brake, avoiding further damage, protecting the lives and property of passengers and others, and minimizing the degree of damage to the vehicle. Furthermore, it can better avoid the pollution and waste of resources caused by the damage of the vehicle, and minimize the loss of data or evidence caused by the damage of the vehicle.

[0076] Especially for vehicles with a higher level of autonomous driving, the following effects can be achieved through the mechanical braking unit and the connectivity control module: (1) Solve the problem that the vehicle cannot brake when it is attacked by hackers; (2) Solve the problem that the vehicle has an operable electrified braking system, but cannot be manually intervened in braking after being attacked by hackers or the vehicle fails and loses control; (3) Solve the problem that the vehicle cannot be manually intervened in braking when it is remotely controlled; (4) Solve the problem that the original vehicle brakes fail after the fully autonomous vehicle is hacked, resulting in low vehicle safety and high risk; (5) In the event of a vehicle out of control, avoid vehicle damage as much as possible. If the vehicle's braking system fails due to a malfunction or a hacker attack, in some cases, it would be in the best interest of the hacker to destroy the controlled vehicle. At this time, it is very necessary to protect the vehicle as evidence. The vehicle braking system provided by the above-mentioned implementation method can protect the vehicle data for subsequent tracking and investigation; (6) Compared with the vehicle being completely controlled, the braking distance can be shortened as much as possible to protect the safety of passengers' lives and property; (7) The vehicle can meet the needs of automatic braking and manual braking, and passengers can choose according to their own needs; (8) Protect social stability and avoid waste of resources; (9) Provide a safer driving solution for future travel.

[0077] In some embodiments, reference Figure 2As shown, the backup brake unit 114 may include a pressure transmission module 200. When the first on-off state is connected, the main control brake unit 112 is connected to the brake fluid module 120 through the pressure transmission module 200.

[0078] The pressure transmission module 200 can be used to transmit hydraulic pressure between different components, and can be any one of components such as pipelines, valves or other hydraulic connectors. The pressure transmission module 200 is connected to the brake fluid module 120 .

[0079] It should be noted that, in this specification, some components in the backup brake unit 114 that are connected to the pressure transmission module 200 are referred to as pressure generating modules.

[0080] Specifically, the backup brake unit 114 includes a pressure transmission module 200, and the main control brake unit 112 can be connected to the pressure transmission module 200. When the first on-off state is connected, the connection control module 116 can control the main control brake unit 112 to be connected to the pressure transmission module 200, so that the main control brake unit 112 is connected to the brake fluid module 120 through the pressure transmission module 200. At this time, the second on-off state is disconnected, and the connection control module 116 can control the pressure generation module in the backup brake unit 114 to be disconnected from the pressure transmission module 200.

[0081] Similarly, when the first on-off state is disconnected, the connection control module 116 can control the main control brake unit 112 to be disconnected from the pressure transmission module 200. At this time, the second on-off state is connected, and the connection control module 116 can control the pressure generating module in the backup brake unit 114 to be connected to the pressure transmission module 200, so that the backup brake unit 114 is connected to the brake fluid module 120 through the pressure transmission module 200.

[0082] Exemplarily, the main control brake unit 112 is an electric control brake unit, the backup brake unit 114 is a mechanical brake unit, the pressure transmission module 200 is a pressure transmission assembly, and the connection control module 116 is a control valve. When the first on-off state is connected, the control valve can ensure that the electric control brake unit is connected to the pressure transmission assembly, so that a passage is formed between the electric control brake unit, the pressure transmission assembly, and the brake fluid module, and ensure that the pressure generation module of the mechanical brake unit is disconnected from the pressure transmission assembly.

[0083] When the second on-off state is connected, the control valve can ensure the connection between the pressure generating module and the pressure transmission assembly of the mechanical brake unit, so that a passage is formed between the pressure generating module, the pressure transmission assembly and the brake fluid module of the mechanical brake unit, and ensure the disconnection between the electronically controlled brake unit and the pressure transmission assembly.

[0084] It can be understood that the component including the main control braking unit 112 can also be called the main control braking system, and the component including the connection control module 116 and the backup braking unit 114 (including the pressure generating module and the pressure transmission module 200) can be called the backup braking system. In the above embodiment, the connection relationship between the main control braking unit 112 and the pressure transmission module can be understood as a similar series (or partial series) relationship between the main control braking system and the backup braking system.

[0085] In the above embodiment, in order to further reduce the space occupied by the backup brake unit in the vehicle, the connection relationship between the main control brake unit and the backup brake unit can be designed in a similar manner to series connection, that is, the pressure transmission module of the main control brake unit and the backup brake unit can be connected. In this way, the complexity of the manufacturing process can be further reduced, the compactness of the structure of the entire vehicle brake system can be improved, and the space occupied by the vehicle can be reduced to a certain extent.

[0086] In some embodiments, reference Figure 3a As shown, the vehicle braking system 110 further includes a first backup startup module 300 connected to the backup braking unit 114. In response to the state switching operation on the first backup startup module 300, the state of the first backup startup module 300 changes from the sleep state to the awake state, or from the awake state to the sleep state.

[0087] If the first standby startup module 300 changes from the dormant state to the awakened state, the standby braking unit 114 is started, and the connection control module 116 is used to adjust the first on-off state to off and the second on-off state to on.

[0088] If the first standby startup module 300 changes from the awake state to the dormant state, the standby braking unit 114 is turned off, and the connection control module 116 is used to adjust the first on-off state to connected, and adjust the second on-off state to disconnected.

[0089] The first standby start-up module 300 can be used to control the start-up and shutdown of the standby brake unit 114. The dormant state can be used to indicate that the first standby start-up module 300 is in a closed state, and the standby brake unit 114 will not be triggered or activated, so that the standby brake unit 114 remains closed; the awakened state can be used to indicate that the first standby start-up module 300 is in an open state, and the standby brake unit 114 can be triggered or activated, so that the standby brake unit 114 is started.

[0090] The first standby starting module 300 may be in any form of a switch, a button, a pull cord, a trigger, etc.

[0091] It can be understood that, in this embodiment, the connectivity control module 116 can be controlled by the first standby startup module 300 .

[0092] Specifically, the backup brake unit 114 is connected to a first backup start-up module 300 that controls the start-up or shutdown of the backup brake unit 114. The first backup start-up module 300 has two states: a dormant state and an awake state. In the dormant state, the backup brake unit 114 is turned off, and the vehicle 100 relies on the main control brake system to perform the braking task; in the awake state, the backup brake unit 114 is started, and the backup brake unit 114 takes over the main control brake unit 112 to perform the braking task.

[0093] By performing a state switching operation on the first standby startup module 300 (such as pressing a button, receiving a specific signal, etc.), it can be switched from the sleep state to the wake-up state, or from the wake-up state to the sleep state.

[0094] When the first standby start-up module 300 changes from the dormant state to the awakened state, the standby brake unit 114 starts, and at the same time, the connection control module 116 can be triggered to adjust the first on-off state of the main control brake unit 112 from connected to disconnected, and ensure that the second on-off state of the standby brake unit 114 is adjusted from disconnected to connected, thereby forming a passage between the standby brake unit 114 and the brake fluid module 120, so that the standby brake unit 114 can work normally. In this way, it can be ensured that the standby brake unit 114 can smoothly take over the braking task, and at the same time disconnect the main control brake unit 112 from controlling the vehicle braking, reduce the conflict between the main control brake unit 112 and the standby brake unit 114, and ensure the safety and reliability of braking.

[0095] When the first backup startup module 300 changes from the awake state to the sleep state, the backup brake unit 114 is turned off, and at the same time, the connection control module 116 can adjust the first on-off state of the main control brake unit 112 from disconnected to connected, and ensure that the second on-off state of the backup brake unit 114 is adjusted from connected to disconnected.

[0096] In some embodiments, the state switching operation may be a manual operation. Further, if the state switching operation is performed on the first standby startup module 300 by manual operation, a shielding cover may be provided for the first standby startup module 300 as a protection. The shielding cover may be opened or closed by electric control or manual operation.

[0097] Exemplarily, the main control brake unit 112 and the backup brake unit 114 are both electric control brake units, and the communication control module 116 is a control valve. The first backup start module 300 is a manual backup brake start switch connected to the backup brake unit 114 .

[0098] When the manual operation backup brake start switch is turned on, the backup brake start switch changes from the sleep state to the awake state, and the backup brake unit 114 is started. The control valve can disconnect the connection path between the main control brake unit 112 and the brake fluid module 120, and connect the path between the backup brake unit 114 and the brake fluid module 120, so that the backup brake unit 114 can perform the braking task.

[0099] When the operating brake start switch changes from on to off, the standby brake start switch changes from the awake state to the sleep state, and the standby brake unit 114 is closed, the control valve can connect the connection path between the main control brake unit 112 and the brake fluid module 120, and disconnect the path between the standby brake unit 114 and the brake fluid module 120, so that the main control brake unit 112 can perform the braking task.

[0100] For example, reference Figure 3b As shown, the main control braking unit 112 is an electric control braking unit, the backup braking unit 114 is a mechanical braking unit, and the connection control module 116 is a mechanical connection control mechanism. The first backup start module 300 is a manual backup braking switch, which is connected to the mechanical braking unit and is usually protected by an electric control / manual shielding cover that can be operated electrically or manually (when the main control braking unit 112 can work normally).

[0101] Continue to refer Figure 3b As shown, the four wheels of the vehicle are provided with brake calipers, and each brake caliper is connected to a brake fluid module respectively. The backup brake system includes a mechanical brake unit and a mechanical connection control mechanism, the mechanical brake unit includes a pressure transmission module and a pressure generation module having a connection relationship, the electric control brake unit has a connection relationship with the pressure transmission module of the mechanical brake unit, and the brake fluid module is connected to the pressure transmission module.

[0102] refer to Figure 3c As shown, the braking process of the vehicle braking system may include: first, the vehicle main control system (or the vehicle management cloud platform, etc.) determines whether the vehicle is attacked by hackers / remotely controlled / failed out of control. If not, the electronic control braking unit works normally and the process ends; if so, the vehicle alarm prompt sound and light are turned on to alarm, and the shield of the backup brake switch can be opened manually / electrically, and then proceed to the next step.

[0103] Secondly, the manual operation backup brake switch is turned on to manually start the mechanical brake unit.

[0104] Again, the mechanical connection control mechanism disconnects the connection between the electronically controlled braking unit and the pressure transmission module to disconnect the connection path between the electronically controlled braking unit and the brake fluid module, and connects the pressure generating module of the mechanical braking unit and the pressure transmission module to connect the path between the mechanical braking unit and the brake fluid module.

[0105] Then, the backup brake unit works and starts braking until the vehicle stops.

[0106] Finally, the vehicle brakes successfully, the light alarm and sound are turned off, and the process ends.

[0107] For example, reference Figure 3d As shown, the main control brake unit 112 is an electric control brake unit, the backup brake unit 114 is a mechanical brake unit, and the connection control module 116 is a control valve. The first backup start module 300 is a backup brake switch, which is connected to the mechanical brake unit and is usually protected by an electric control / manual shielding cover that can be electrically or manually operated.

[0108] Continue to refer Figure 3d As shown, the four wheels of the vehicle are equipped with brake calipers, and each brake caliper is connected to a brake fluid module. The control valve is between the electric control brake unit and the brake fluid module to control the on-off of the electric control brake unit and the brake fluid module; the control valve is also between the mechanical brake unit and the brake fluid module to control the on-off of the mechanical brake unit and the brake fluid module.

[0109] When the standby brake switch is turned on, the standby brake switch changes from the sleep state to the awake state, and the mechanical brake unit starts. The control valve can disconnect the connection path between the electronic control brake unit and the brake fluid module, and connect the path between the mechanical brake unit and the brake fluid module, so that the mechanical brake unit can perform the braking task.

[0110] When the standby brake switch is operated from on to off, the standby brake switch changes from the awake state to the dormant state, and the mechanical brake unit is closed, the control valve can connect the connection path between the electric control brake unit and the brake fluid module, and disconnect the path between the mechanical brake unit and the brake fluid module, so that the electric control brake unit can perform the braking task.

[0111] In other embodiments, the state switching operation may also be an electronically controlled operation.

[0112] Exemplarily, the first backup start module 300 is a backup brake start switch. When the vehicle is attacked or remotely controlled or fails to control, the vehicle alarms, and the state of the backup brake start switch can be switched by electronic control to turn on the backup brake start switch. After the abnormal working mode of the vehicle is released, the alarm of the vehicle is released, and the state of the backup brake start switch can be switched by electronic control to turn off the backup brake start switch.

[0113] In some embodiments, the main control braking unit 112 is an electric control braking unit. If the first standby startup module 300 changes from a dormant state to an awake state, the first standby startup module 300 is used to adjust the main control braking unit 112 to a powered-off state. If the first standby startup module 300 changes from an awake state to a dormant state, the first standby startup module 300 is used to adjust the main control braking unit 112 to a powered-on state.

[0114] The power-off state indicates that the connection between the main control braking unit 112 and the power supply is disconnected. In the power-off state, the main control braking unit 112 cannot work. The power-on state indicates that the connection between the main control braking unit 112 and the power supply is connected. In the power-on state, the main control braking unit 112 can normally receive and execute instructions from other parts of the system.

[0115] In some cases, when an abnormality occurs in the electronic control braking unit, after the connection control module 116 disconnects the passage between the electronic control braking unit and the brake fluid module 120, on the one hand, if an electrical fault such as a short circuit or overload occurs in the electronic control braking unit, it may still cause damage to other parts of the system and may cause a fire. On the other hand, if the electronic control braking unit is invaded and remotely controlled, the motor of the electronic control braking unit may idle due to being controlled, which may easily cause damage to the electronic control braking unit and increase maintenance costs. Therefore, when an abnormality occurs in the electronic control braking unit, it is necessary to control it to be in a power-off state to minimize unnecessary damage and avoid potential safety accidents.

[0116] Specifically, after operating the first backup startup module 300 from the sleep state to the wake-up state, the power supply of the main control braking unit 112 (i.e., the electric control braking unit) can be cut off, so that the main control braking unit 112 is in a power-off state, so as to prevent the erroneous control signal from causing unsafe braking behavior in the event of a failure of the main control braking unit 112 or remote operation, so as to ensure that the main control braking unit 112 will not be accidentally activated or produce unpredictable behavior.

[0117] When the first standby starting module 300 is operated to change from the awake state to the sleep state, the power supply of the main control braking unit 112 can be reconnected to put the main control braking unit 112 in the powered state so that the main control braking unit 112 can take over the braking control function again.

[0118] Exemplarily, the backup brake unit 114 is a mechanical brake unit, the first backup start module 300 is a backup brake start switch, and the electric control brake unit is connected to the vehicle power supply, so that the vehicle power supply supplies power to the electric control brake unit. When the backup brake start switch is turned on, the backup brake start switch changes from a dormant state to an awake state, and the mechanical brake unit is started. The backup brake start switch can cut off the connection between the electric control brake unit and the vehicle power supply to put the electric control brake unit in a power-off state. At the same time, the control valve can disconnect the connection path between the electric control brake unit and the brake fluid module, and connect the path between the mechanical brake unit and the brake fluid module, so that the mechanical brake unit takes over the braking task.

[0119] When the standby brake start switch is turned from on to off, the standby brake start switch is turned from awake state to dormant state, and the mechanical brake unit is turned off, the standby brake start switch can reconnect the connection between the electric control brake unit and the vehicle power supply to put the electric control brake unit in a powered state. At the same time, the control valve can connect the connection path between the electric control brake unit and the brake fluid module, and disconnect the path between the mechanical brake unit and the brake fluid module, so that the electric control brake unit can perform the braking task.

[0120] In some implementations, there are multiple first standby starting modules 300 , and each first standby starting module 300 is connected to the standby braking unit 114 , respectively.

[0121] Among them, each first backup starting module 300 can be respectively arranged at different positions of the vehicle 100, and the implementation form of each first backup starting module 300 can be any one of a foot pedal, a pull rope, a trigger, a handbrake (it should be noted that it is different from the traditional handbrake form), a button, etc.

[0122] In some cases, a car generally has only one pedal brake assembly, and the pedal brake assembly is only set in the main driver's seat (for training cars, the main driver's seat and the co-driver's seat each have a pedal brake assembly). However, with the development of autonomous driving technology, especially for subsequent driverless vehicles, new energy vehicles, and vehicles with electrified control systems, as vehicles evolve more and more diversely (for example, the steering wheel and brake pedal may be eliminated), driving scenarios are bound to develop in a diversified direction. For example, passengers can lie down, stand, sit together in the car, and play games or watch movies with their whole heart.

[0123] With the trend of fully automatic driving, vehicles will gradually evolve into some social, work and living places. In these cases, the layout of the foot pedal brake will become a defect, and it will also be an obstacle to use the foot pedal to brake in an emergency. At the same time, the operation convenience of the foot pedal brake is low, especially in the unmanned driving scene. Even if the vehicle is equipped with a foot pedal brake, a protection mechanism needs to be set, and the foot pedal brake needs to be maintained continuously to produce the braking effect. There are potential safety issues when the operator is standing unsteadily or wearing a seat belt. In addition, in the automated driving scene, there is a large possibility that no passenger will pay attention to the foot pedal brake. In an emergency, a "close-up" brake start module is needed to quickly start the backup brake unit. In other cases, especially for vehicles that support high-level automatic driving (for example, L5 level automatic driving), if the foot pedal brake is retained, the accidental touch of some passengers (for example, children or pets) may cause the brake to become a threat.

[0124] Therefore, starting modules for triggering the backup brake unit can be respectively provided at multiple different positions of the vehicle, thereby arranging multiple trigger points of the backup brake unit on the vehicle. There is no need to pay attention to the pedal brake all the time, which can effectively improve the flexibility of the backup brake activation.

[0125] Specifically, a plurality of first standby startup modules 300 may be provided according to actual application requirements, and each first standby startup module 300 is respectively connected to the standby brake unit 114 , so that the standby brake unit 114 may be started after any first standby startup module 300 is switched from a sleep state to a wake-up state.

[0126] It should be noted that the implementation forms of any two first standby startup modules 300 may be the same or different. Each first standby startup module 300 may be provided with a shielding cover.

[0127] In the above embodiment, by setting a plurality of start-up modules of the backup brake unit 114, the backup brake unit 114 can be activated by any start-up module. Thus, the flexibility of starting the backup brake unit 114 can be improved, and in the case of a single point failure in any start-up module, the backup brake unit 114 can still be successfully started by other start-up modules, so that the reliability and robustness of the backup brake unit 114 can be effectively improved through the redundant design of the start-up module, and the potential safety risks can be reduced.

[0128] In some embodiments, reference Figure 4aAs shown, the vehicle braking system 110 further includes a second backup starting module 410 connected to the backup braking unit 114 and a connection control starting module 420 connected to the connection control module 116 . The second backup starting module 410 is used to control the start or shut down of the backup braking unit 114 .

[0129] In response to the state switching operation on the connectivity control startup module 420 , the connectivity control startup module 420 changes from the first working state to the second working state, or changes from the second working state to the first working state.

[0130] If the connectivity control start module 420 changes from the first working state to the second working state, the connectivity control module 116 is used to adjust the first on-off state to off, and adjust the second on-off state to on.

[0131] If the connectivity control start module 420 changes from the second working state to the first working state, the connectivity control module 116 is used to adjust the first on-off state to connected, and adjust the second on-off state to disconnected.

[0132] In this embodiment, the second backup start-up module 410 is only used to control the start or shut down of the backup brake unit 114. The connection control start-up module 420 is used to control the state switching of the connection control module 116, thereby indirectly controlling the on-off state between the main control brake unit 112 and the brake fluid module 120, and the on-off state between the backup brake unit 114 and the brake fluid module 120. The connection control start-up module 420 can be implemented in any form of a switch, a button, etc.

[0133] The first working state may be used to indicate the state of the connection control activation module 420 in the normal working mode of the main control braking unit 112, that is, the state in which the connection control module 116 keeps the main control braking unit 112 connected to the brake fluid module 120 and keeps the backup braking unit 114 disconnected from the brake fluid module 120. For example, if the connection control activation module 420 is a switch, the first working state may be a closed state.

[0134] The second working state may be used to indicate the state of the communication control activation module 420 in the abnormal working mode of the main control brake unit 112, that is, the state when the communication control module 116 keeps the main control brake unit 112 disconnected from the brake fluid module 120 and keeps the backup brake unit 114 connected to the brake fluid module 120. For example, if the communication control activation module 420 is a switch, the second working state may be an open state.

[0135] Specifically, the vehicle brake system 110 includes a second standby start-up module 410 and a connection control start-up module 420, and the start-up and shutdown of the standby brake unit 114 are controlled by the second standby start-up module 410, and the state switching of the connection control module 116 is controlled by the connection control start-up module 420. After the state switching operation is performed on the connection control start-up module 420, if the state of the connection control start-up module 420 is switched from the first working state to the second working state, the connection control module 116 can be triggered to adjust the first on-off state from the connected state to the disconnected state, and at the same time, adjust the second on-off state from the disconnected state to the connected state.

[0136] After the connectivity control startup module 420 is switched, if the connectivity control startup module 420 is switched from the second working state to the first working state, the connectivity control module 116 may be triggered to adjust the first on-off state from the disconnected state to the connected state, and at the same time, adjust the second on-off state from the connected state to the disconnected state.

[0137] It is understandable that after the backup brake unit 114 performs the braking task and the vehicle 100 is successfully braked, if the backup brake unit 114 is controlled to be turned off by the second backup start module 410, the connection control module 116 will continue to maintain the first on-off state as the disconnected state until the connection control start module 420 is operated to switch the state of the connection control module 116 to release the disconnected state between the main control brake unit 112 and the brake fluid module 120, so that the main control brake unit 112 and the brake fluid module 120 are reconnected. In this way, the safety of the vehicle 100 and the passengers can be further guaranteed.

[0138] For example, reference Figure 4b As shown, the main control brake unit 112 is an electric control brake unit, the backup brake unit 114 is a mechanical brake unit, and the connection control module 116 is a control valve. The second backup start-up module 410 is a manual backup brake switch connected to the mechanical brake unit. The connection control start-up module 420 is a manual control valve switch connected to the control valve, which is usually protected by an electric control / manual shielding cover that can be electrically or manually operated.

[0139] Continue to refer Figure 4b As shown, the vehicle has a brake caliper on the wheel, and the brake caliper is connected to the brake fluid module. There is a passage between the electric control brake unit, the control valve and the brake fluid module, and there is a passage between the mechanical brake unit, the control valve and the brake fluid module. The backup brake switch has a shielding cover. In the case that the vehicle is attacked by hackers, remotely controlled, or fails out of control, when the electric control brake unit fails, the shielding cover can be opened manually or electronically to switch the state of the backup brake switch.

[0140] refer to Figure 4c As shown, the braking process of the vehicle braking system may include: first, the vehicle main control system (or the vehicle management cloud platform, etc.) determines whether the vehicle is attacked by hackers / remotely controlled / failed out of control. If not, the electronic control braking unit works normally and the process ends; if so, the vehicle alarm prompt sound is turned on to alarm, and the shield of the backup brake switch can be opened manually / electronically, and then proceed to the next step.

[0141] Secondly, manually operate the backup brake switch to open to manually start the mechanical brake unit, and at the same time manually operate the control valve switch to open.

[0142] Again, the control valve responds to disconnect the connection path between the electronically controlled brake unit and the brake fluid module, and connect the path between the mechanical brake unit and the brake fluid module.

[0143] Then, the backup brake unit works and starts braking until the vehicle stops.

[0144] Then, the braking system continues to brake (the vehicle may continue to be attacked or remotely controlled) until the vehicle brakes are manually turned off (the control valve will continue to keep the connection between the electronic control brake unit and the brake fluid module disconnected until it is manually released).

[0145] Finally, the vehicle brakes successfully, the light alarm and sound are turned off, and the process ends.

[0146] It is understandable that only when the second standby start-up module 410 is in the awakened state, the standby brake unit 114 is started, and the connection control start-up module 420 is in the second working state, and the connection control module 116 controls the second on-off state to be connected, can a connected hydraulic circuit be formed between the standby brake unit 114 and the brake fluid module 120, and the standby brake unit 114 can work normally. Therefore, through the respective control actions of the second standby start-up module 410 and the connection control start-up module 420, the problem of accidentally touching the second standby start-up module 410 or the second standby start-up unit receiving an erroneous signal and causing the standby brake unit 114 to start accidentally can be effectively prevented in the normal working mode of the main control brake unit 112.

[0147] Furthermore, in order to prevent the connection control start module 420 from being accidentally touched or the connection control start module 420 from receiving an error signal and causing the state of the connection control module 116 to be accidentally switched, it can be set that the state switching operation of the connection control start module 420 is allowed only when authorization (for example, any one of face recognition authorization or fingerprint authorization, etc.) is obtained, thereby improving the safety of the vehicle braking system 110.

[0148] There may be multiple second standby startup modules 410 , and there may be multiple connectivity control startup modules 420 , which will not be described in detail here.

[0149] In the above implementation, the second backup starting module and the connection control starting module can effectively prevent the backup brake unit from accidentally starting due to an error in the normal working mode of the main control brake unit through their respective control functions.

[0150] In some embodiments, the main control braking unit 112 is an electric control braking unit. If the second backup startup module 410 changes from the sleep state to the awake state, the second backup startup module 410 is used to adjust the main control braking unit 112 to the power-off state; if the second backup startup module 410 changes from the awake state to the sleep state, the second backup startup module 410 is used to adjust the main control braking unit 112 to the power-on state.

[0151] Alternatively, if the connectivity control start-up module 420 changes from the first working state to the second working state, the connectivity control module 116 is used to adjust the main control braking unit 112 to the power-off state; if the connectivity control start-up module 420 changes from the second working state to the first working state, the connectivity control module 116 is used to adjust the main control braking unit 112 to the power-on state.

[0152] In this embodiment, the second standby start-up module 410 can be used to control the start-up or shutdown of the standby brake unit 114, and to control the power-on and power-off state of the main control brake unit 112, and the connection control start-up module 420 is used to control the state switching of the connection control module 116. Alternatively, the second standby start-up module 410 is used to control the start-up or shutdown of the standby brake unit 114, and the connection control start-up module 420 is used to control the power-on and power-off state of the main control brake unit 112, and to control the state switching of the connection control module 116.

[0153] Specifically, after the second standby startup module 410 is operated to change from the dormant state to the awakened state, the second standby startup module 410 can control the standby brake unit 114 to start, and cut off the power supply of the main control brake unit 112, so that the main control brake unit 112 is in a power-off state. At the same time, after the connection control startup module 420 is operated to change from the first working state to the second working state, the connection control module 116 adjusts the first on-off state to disconnected, and adjusts the second on-off state to connected, thereby, a complete passage can be established between the standby brake unit 114 and the brake fluid module 120. When the second standby startup module 410 is operated to change from the awakened state to the dormant state, the second standby startup module 410 can control the standby brake unit 114 to shut down, and reconnect the power supply of the main control brake unit 112, so that the main control brake unit 112 is in a powered-on state. At the same time, after the operation connection control start module 420 is changed from the second working state to the first working state, the connection control module 116 adjusts the first on-off state to connected and adjusts the second on-off state to disconnected, thereby establishing a complete passage between the main control braking unit 112 and the brake fluid module 120.

[0154] Alternatively, after the operation of the connectivity control startup module 420 is changed from the first working state to the second working state, the connectivity control module 116 adjusts the first on-off state to disconnection, adjusts the second on-off state to connection, and cuts off the power supply of the main control braking unit 112, so that the main control braking unit 112 is in a power-off state. At the same time, after the operation of the second standby startup module 410 is changed from the sleep state to the wake-up state, the second standby startup module 410 can control the standby braking unit 114 to start. After the operation of the connectivity control startup module 420 is changed from the second working state to the first working state, the connectivity control module 116 adjusts the first on-off state to connection, adjusts the second on-off state to disconnection, and reconnects the power supply of the main control braking unit 112, so that the main control braking unit 112 is in a power-on state. At the same time, when the operation of the second standby startup module 410 is changed from the wake-up state to the sleep state, the second standby startup module 410 can control the standby braking unit 114 to be turned off.

[0155] Exemplarily, the standby brake unit 114 is a mechanical brake unit, the second standby start-up module 410 is a standby brake switch, the connection control module 116 is a control valve, the connection control start-up module 420 is a control valve switch, and the electric control brake unit is connected to the vehicle power supply. When the standby brake switch is turned on, the standby brake switch changes from a dormant state to an awake state, the mechanical brake unit is started, and the standby brake switch simultaneously cuts off the connection between the electric control brake unit and the vehicle power supply, so that the electric control brake unit is in a power-off state. At the same time, the control valve switch is turned on, and the control valve switch changes from a first working state to a second working state. The control valve can disconnect the connection path between the electric control brake unit and the brake fluid module, and connect the path between the mechanical brake unit and the brake fluid module, so that the mechanical brake unit takes over the braking task. The description of the standby brake switch changing from an awake state to a dormant state, and the control valve switch changing from a second working state to a first working state is similar to the above description, and will not be repeated in detail.

[0156] Exemplarily, when the standby brake switch is turned on, the standby brake switch changes from the dormant state to the awake state, and the mechanical brake unit is started. At the same time, the control valve switch is turned on, and the control valve switch changes from the first working state to the second working state. The control valve can disconnect the connection path between the electric control brake unit and the brake fluid module, connect the path between the mechanical brake unit and the brake fluid module, and cut off the connection between the electric control brake unit and the vehicle power supply, so that the electric control brake unit is in a power-off state. The description of the standby brake switch changing from the awake state to the dormant state, and the control valve switch changing from the second working state to the first working state is similar to the above description, and will not be repeated in detail.

[0157] In some embodiments, the main control braking unit 112 is an electric control braking unit, and the vehicle braking system 110 further includes a power-on control module. In response to the state switching operation of the power-on control module, the power-on control module changes from the power-on state to the power-off state, or changes from the power-off state to the power-on state.

[0158] If the power-on control module changes from the power-on state to the power-off state, the power-on control module is used to adjust the main control unit 112 to the power-off state.

[0159] If the power-on control module changes from the power-off state to the power-on state, the power-on control module is used to adjust the main control unit 112 to the power-on state.

[0160] The power-on control module is connected to the main control braking unit 112 and is used to manage the power on and off of the main control braking unit 112. The power-on state can be used to indicate that the power-on control module turns on the connection between the main control braking unit 112 and its power source; the power-off state can be used to indicate that the power-on control module turns off the connection between the main control braking unit 112 and its power source. The power-on control module can be operated manually or electronically.

[0161] Specifically, the power control module has two basic power states: power on state and power off state. When the power control module is operated from the power on state to the power off state, the main control braking unit 112 is adjusted to the power off state, so that the main control braking unit 112 will no longer receive power supply.

[0162] If the power-on control module is operated from the power-off state to the power-on state, the power-on control module is used to adjust the main control braking unit 112 to the power-on state, so that the main control braking unit 112 obtains power supply and can start or continue to perform its braking function.

[0163] For example, reference Figure 5a As shown, the backup brake unit 114 is a mechanical brake unit, and the backup brake unit 114 is connected to a manual backup brake switch; the connection control module 116 is a control valve, and the connection control module 116 is connected to a manual control valve switch; the power-on control module is a manual power switch, which is connected to the electric control brake unit and is used to control the on and off between the electric control brake unit and the power supply of the whole vehicle.

[0164] Continue to refer Figure 5a As shown, the four wheels of the vehicle are equipped with brake calipers, and each brake caliper is connected to the brake fluid module. There is a passage between the electric control brake unit, the control valve and the brake fluid module, and there is a passage between the mechanical brake unit, the control valve and the brake fluid module. The backup brake switch has a shielding cover. In the event that the vehicle is attacked by hackers, remotely controlled, or fails out of control, when the electric control brake unit fails, the shielding cover can be opened manually or electronically to switch the state of the backup brake switch.

[0165] refer to Figure 5b As shown, the braking process of the vehicle braking system may include: first, the vehicle main control system (or the vehicle management cloud platform, etc.) determines whether the vehicle is attacked by hackers / remotely controlled / failed out of control. If not, the electronic control braking unit works normally and the process ends; if so, the vehicle alarm prompt sound is turned on to alarm, and the shield of the backup brake switch can be opened manually / electronically, and then proceed to the next step.

[0166] Secondly, manually operate the backup brake switch to open to manually start the mechanical brake unit, and at the same time manually operate the control valve switch to open.

[0167] Again, the control valve responds to disconnect the connection path between the electric control brake unit and the brake fluid module, and connect the path between the mechanical brake unit and the brake fluid module. At the same time, the power switch can be manually turned off to turn off the power of the electric control brake unit, so that the electric control brake unit is in a power-off state.

[0168] Then, the backup brake unit works and starts braking until the vehicle stops.

[0169] Then, the braking system continues to brake until the vehicle brake is manually turned off (the control valve will continue to keep the connection path between the electronic control brake unit and the brake fluid module disconnected until it is manually released).

[0170] Finally, the vehicle brakes successfully, the light alarm and sound are turned off, and the process ends.

[0171] Furthermore, in order to prevent the power-on control module from being accidentally touched, or to prevent the power-on control module from receiving an erroneous signal and causing the state of the power-on control module to be accidentally switched, it can be arranged that the state switching operation of the power-on control module is allowed only when authorization (for example, any one of face recognition authorization or fingerprint authorization, etc.) is obtained, thereby further improving the safety and reliability of the vehicle braking system.

[0172] It is understandable that the power-on control module may also be any one of a switch, a button, etc., and is not specifically limited in this specification.

[0173] The embodiment of the present specification provides a vehicle 100, which includes a vehicle body and wheels, and a brake assembly is arranged on the wheel. The vehicle 100 also includes a brake fluid module 120 connected to the brake assembly, and a vehicle brake system 110 in any of the above embodiments connected to the brake fluid module 120.

[0174] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection portion with one or more wirings (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0175] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0176] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0177] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0178] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0179] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A vehicle braking system, characterized in that: The vehicle braking system is connected to a brake fluid module of the vehicle, the vehicle braking system comprising a main control braking unit, a backup braking unit and a communication control module; The connection control module is used to control a first on-off state between the main control braking unit and the brake fluid module, and to control a second on-off state between the backup braking unit and the brake fluid module; wherein, in a normal working mode of the main control braking unit, the first on-off state is connected, and the second on-off state is disconnected; In the abnormal working mode of the main control brake unit, the backup brake unit is started, and the connection control module is used to adjust the first on-off state to disconnected and the second on-off state to connected, so that the backup brake unit and the brake fluid module output brake pressure.

2. The vehicle braking system according to claim 1, characterized in that: The main control braking unit is an electric control braking unit, and the backup braking unit is a mechanical braking unit.

3. The vehicle braking system according to claim 1, characterized in that: The backup brake unit includes a pressure transmission module; When the first on-off state is connected, the main control brake unit is connected to the brake fluid module through the pressure transmission module.

4. The vehicle braking system according to claim 1, characterized in that: The vehicle braking system further includes a first backup starting module connected to the backup braking unit; In response to the state switching operation on the first standby startup module, the state of the first standby startup module changes from a dormant state to an awake state, or from the awake state to the dormant state; If the first standby startup module changes from the sleep state to the awake state, the standby brake unit is started, and the connection control module is used to adjust the first on-off state to off, and adjust the second on-off state to on; If the first standby startup module changes from the awake state to the dormant state, the standby braking unit is turned off, and the connection control module is used to adjust the first on-off state to connected, and adjust the second on-off state to disconnected.

5. The vehicle braking system according to claim 4, characterized in that: The main control braking unit is an electric control braking unit; If the first standby startup module changes from the sleep state to the awake state, the first standby startup module is used to adjust the main control unit to a power-off state; If the first standby startup module changes from the awake state to the dormant state, the first standby startup module is used to adjust the main control unit to a powered-on state.

6. The vehicle braking system according to claim 4, characterized in that: There are multiple first standby starting modules, and each of the first standby starting modules is connected to the standby braking unit respectively.

7. The vehicle braking system according to claim 1, characterized in that: The vehicle braking system further comprises a second standby start-up module connected to the standby braking unit, and a connection control start-up module connected to the connection control module, wherein the second standby start-up module is used to control the start-up or shutdown of the standby braking unit; In response to a state switching operation on the connectivity control startup module, the connectivity control startup module switches from a first working state to a second working state, or from the second working state to the first working state; If the connectivity control start module changes from the first working state to the second working state, the connectivity control module is used to adjust the first on-off state to off, and adjust the second on-off state to on; If the connectivity control start module changes from the second working state to the first working state, the connectivity control module is used to adjust the first on-off state to connected, and adjust the second on-off state to disconnected.

8. The vehicle braking system according to claim 7, characterized in that: The main control braking unit is an electric control braking unit; If the second standby startup module changes from the sleep state to the wake-up state, the second standby startup module is used to adjust the main control unit to the power-off state; if the second standby startup module changes from the wake-up state to the sleep state, the second standby startup module is used to adjust the main control unit to the power-on state; or, If the connectivity control startup module is changed from the first working state to the second working state, the connectivity control module is used to adjust the main control braking unit to the power-off state; if the connectivity control startup module is changed from the second working state to the first working state, the connectivity control module is used to adjust the main control braking unit to the power-on state.

9. The vehicle braking system according to any one of claims 1 to 8, characterized in that: The main control braking unit is an electric control braking unit, and the vehicle braking system further includes an energizing control module; In response to a state switching operation on the power-on control module, the power-on control module changes from a power-on state to a power-off state, or from the power-off state to the power-on state; If the power-on control module changes from the power-on state to the power-off state, the power-on control module is used to adjust the main control unit to the power-off state; If the power-on control module changes from the power-off state to the power-on state, the power-on control module is used to adjust the main control unit to the power-on state.

10. A vehicle, comprising a vehicle body and wheels, wherein the wheels are provided with brake assemblies, characterized in that: The vehicle Also included is a brake fluid module connected to the brake assembly, and a vehicle brake system connected to the brake fluid module, The vehicle braking system is the vehicle braking system according to any one of claims 1 to 9.

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