Redundant braking system, vehicle braking system and vehicle

Abstract

The invention discloses a redundant braking system, a vehicle braking system and a vehicle. The redundant braking system comprises a redundant braking pressure module, a switching module and a redundant anti-lock module connected with the redundant braking pressure module. If the redundant brake system is started, the switching module is used for switching the state of a first connecting pipeline between the redundant brake pressure module and a brake fluid module of the vehicle into a conducting state and switching the state of a second connecting pipeline between the brake fluid module and a main brake pressure module of the vehicle into a disconnecting state; the state of the redundant anti-lock module is switched from the invalid state to the valid state, and the state of the main anti-lock module is switched from the valid state to the invalid state. Therefore, a set of redundant braking system is arranged on the basis of the original main braking system of the vehicle, and the safety and the reliability of the vehicle braking system are effectively improved.

Description

Technical Field

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

[0002] With the promotion and popularization of vehicles and the development of automobile technology, people pay more and more attention to the functional safety of automobiles. 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 main brake system to achieve the braking of the vehicle. However, in an emergency, the safety of vehicle braking needs to be improved. Summary of the invention

[0004] The present invention aims to solve one of the technical problems in the related art to at least a certain extent. To this end, the present invention proposes a redundant braking system, a vehicle braking system and a vehicle, wherein a redundant braking system is arranged on the basis of the original main braking system of the vehicle, and a redundant braking system is seamlessly switched to a backup braking mode when the main braking system fails, so that the redundant braking system takes over the braking and anti-lock tasks of the vehicle, thereby greatly improving the safety and reliability of the vehicle braking system.

[0005] To achieve the above-mentioned purpose, a first embodiment of the present invention proposes a redundant braking system, which includes a redundant brake pressure module, a switching module, and a redundant anti-lock module connected to the redundant brake pressure module; a first connecting pipeline is provided between the redundant brake pressure module and the brake fluid module of the vehicle; wherein a second connecting pipeline is provided between the brake fluid module and the main brake pressure module of the vehicle; the main brake pressure module is located in the main braking system of the vehicle; the main braking system includes a main anti-lock module connected to the main brake pressure module; when the redundant braking system is turned off, the first connecting pipeline is in a disconnected state, the second connecting pipeline is in a conducting state, and the The redundant anti-lock braking module is in an invalid state, and the main anti-lock braking module is in an effective state; if the redundant braking system is started, the switching module is used to switch the state of the first connecting pipeline to a conducting state, switch the state of the second connecting pipeline to a disconnected state, switch the state of the redundant anti-lock braking module from an invalid state to a valid state, and switch the state of the main anti-lock braking module from a valid state to an invalid state; wherein the effective state is used to indicate a state in which the wheel motion state can be identified and fed back; if the redundant anti-lock braking module is in an effective state, the redundant anti-lock braking module is used to adjust the output pressure of the redundant brake pressure module when it is identified that the wheel motion state is close to a locked state.

[0006] According to one embodiment of the present invention, the main braking system is an electronically controlled braking system; and the redundant braking system is a manual braking system.

[0007] According to one embodiment of the present invention, the redundant brake pressure module and the main brake pressure module are respectively connected to the brake fluid module through the same pressure transmission module; when the redundant brake system is turned off, the passage between the redundant brake pressure module and the pressure transmission module is in a disconnected state, so that the first connecting pipeline is in a disconnected state, and the passage between the main brake pressure module and the pressure transmission module is in a connected state, so that the second connecting pipeline is in a connected state; when the redundant brake system is started, the switching module is used to connect the passage between the redundant brake pressure module and the pressure transmission module, so that the state of the first connecting pipeline is switched to the connected state, and disconnect the passage between the main brake pressure module and the pressure transmission module, so that the state of the second connecting pipeline is switched to the disconnected state.

[0008] According to one embodiment of the present invention, there is a first link between the redundant anti-lock braking module and the wheel motion sensing module of the vehicle, and there is a second link between the main anti-lock braking module and the wheel motion sensing module; wherein, when the redundant braking system is turned off, the first link is in a disconnected state, and the second link is in a conductive state; the switching module is used to switch the state of the first link to an on state when the redundant braking system is started, so that the state of the redundant anti-lock braking module is switched from an invalid state to a valid state, and to switch the state of the second link to a disconnected state so that the state of the main anti-lock braking module is switched from a valid state to an invalid state.

[0009] According to one embodiment of the present invention, the switching module includes a braking switching module and an anti-lock switching module; the braking switching module is used to switch the state of the first connecting pipeline and the state of the second connecting pipeline; the anti-lock switching module is used to switch the state of the redundant anti-lock module and the state of the main anti-lock module.

[0010] According to one embodiment of the present invention, the redundant braking system also includes a redundant power supply module connected to the redundant anti-lock braking module; wherein, when the redundant braking system is turned off, the redundant power supply module is in an off state; and the switching module is used to switch the state of the redundant power supply module from an off state to an on state when the redundant braking system is started, so that the redundant power supply module supplies power to the redundant anti-lock braking module.

[0011] According to one embodiment of the present invention, the redundant braking system is connected to a redundant braking switch module; if the redundant braking switch module is in a closed state, the redundant braking system is turned off; if the redundant braking switch module is in an open state, the redundant braking system is started.

[0012] According to an embodiment of the present invention, the redundant brake switch module includes a first switch module and a second switch module; the closed state of the redundant brake switch module includes the closed state of the first switch module and the second switch module; the open state of the redundant brake switch module includes the open state of the first switch module and the second switch module; if the first switch module and the second switch module are both changed from the closed state to the open state, the first switch module is used to switch the state of the redundant brake pressure module to the awake state, and the second switch module is used to control the switching module to switch the state of the first connecting pipeline to the conducting state, the state of the second connecting pipeline to the disconnected state, the state of the redundant anti-lock module to the valid state, and the state of the main anti-lock module to the invalid state; if the first switch module and the second switch module are both changed from the open state to the closed state, the first switch module is used to switch the state of the redundant brake pressure module to the dormant state, and the second switch module is used to control the switching module to switch the state of the first connecting pipeline to the disconnected state, the state of the second connecting pipeline to the conducting state, the state of the redundant anti-lock module to the invalid state, and the state of the main anti-lock module to the valid state.

[0013] To achieve the above-mentioned purpose, a second embodiment of the present invention proposes a vehicle braking system, wherein the vehicle braking system includes a main braking system and a redundant braking system; the redundant braking system includes a redundant brake pressure module, a switching module, and a redundant anti-lock braking module; the main braking system includes a main brake pressure module and a main anti-lock braking module; if the redundant braking system is switched from a closed state to a started state, the switching module is used to switch the state of a first connecting pipeline between the redundant brake pressure module and a brake fluid module of the vehicle to a conducting state, switch the state of a second connecting pipeline between the main brake pressure module and the brake fluid module to a disconnected state, switch the state of the redundant anti-lock braking module from an invalid state to a valid state, and switch the state of the main anti-lock braking module from an invalid state to a valid state. The state of the locking module is switched from a valid state to an invalid state; if the redundant braking system is changed from a startup state to a shutdown state, the switching module is used to switch the state of the first connecting pipeline to a disconnected state, switch the state of the second connecting pipeline to a conductive state, switch the state of the redundant anti-lock module from a valid state to an invalid state, and switch the state of the main anti-lock module from an invalid state to a valid state; when the redundant anti-lock module is in a valid state, it is used to adjust the output pressure of the redundant brake pressure module when it is identified that the wheel movement state is close to the locking state; when the main anti-lock module is in a valid state, it is used to adjust the output pressure of the main brake pressure module when it is identified that the locking state is close to the locking state.

[0014] To achieve the above-mentioned purpose, a third aspect of the present invention proposes a vehicle, wherein a brake execution module is provided on the wheels of the vehicle, the vehicle comprises a brake fluid module connected to the brake execution module, and a vehicle braking system connected to the brake fluid module, and the vehicle braking system is the vehicle braking system described in the aforementioned embodiment.

[0015] According to the multiple embodiments provided by the present invention, a redundant braking system is introduced to take over the braking task when the main braking system fails or cannot work normally. The brake pressure module of the redundant braking system is located between the main brake pressure module and the brake fluid module, so that the redundant braking system can share the vehicle brake fluid module and the brake execution module with the main braking system, realizing a compatible braking system, avoiding complex manufacturing processes, and reducing manufacturing costs. By introducing a switching module, the vehicle can seamlessly switch to the backup mode when the main braking system fails, reducing the safety risks caused by the failure or abnormality of the main braking system. At the same time, by introducing a redundant anti-lock module, the redundant braking system can achieve an effective anti-lock function without relying on the original main anti-lock module of the vehicle, thereby avoiding the failure of the original anti-lock function of the vehicle, so as to further ensure that the vehicle can still maintain reliable braking ability and improve the safety, reliability and stability 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 redundant braking system provided according to one embodiment of the present specification.

[0018] Figure 2 It is a schematic diagram of the structure of a redundant braking system provided according to another embodiment of the present specification.

[0019] Figure 3 The diagram is a schematic structural diagram of a redundant braking system provided according to yet another embodiment of the present specification.

[0020] Figure 4a 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 4b A braking flow chart of a vehicle braking system provided according to one embodiment of the present specification.

[0022] 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.

[0023] Figure 5b A schematic diagram of the structure of a vehicle and a braking system thereof provided according to another embodiment of the present specification.

[0024] Figure 5c A schematic diagram of the structure of a vehicle and a braking system thereof provided according to another embodiment of the present specification.

[0025] In the figure: 100: redundant braking system; 110: redundant brake pressure module; 120: switching module; 130: redundant anti-lock module; 200: vehicle; 210: brake fluid module; 220: main braking system; 230: main brake pressure module; 240: main anti-lock module; 310: pressure transmission module; 320: wheel motion sensing module; 1: brake caliper; 2: brake disc; 3: wheel speed sensor; 4: brake wheel cylinder; 5: brake line; 6: sensor circuit; 7: brake fluid module; 8: manual brake system assembly; 9: manual brake switch; 10: electronic control brake system assembly; 11: anti-lock controller in manual brake system; 12: battery; 13: control valve; 14: anti-lock controller in electronic control brake system. DETAILED DESCRIPTION

[0026] 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.

[0027] 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.

[0028] 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. With the development of vehicle intelligence and networking, the integration of electronic control braking system and 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.

[0029] 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. In addition, the anti-lock controller in the vehicle's electric control braking system is also prone to abnormalities due to failures or cyber attacks or power system failures, which may cause the vehicle's anti-lock function to fail. Even if braking can be achieved through the electric control braking system, there is still a risk of accidents such as rollovers caused by the failure of the anti-lock function in an emergency. Therefore, 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.

[0030] 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 the problem of performance degradation or even performance failure caused by wear, aging, corrosion, etc. of mechanical parts. 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.

[0031] In the related art, once the main electric control braking system or the main 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.

[0032] In view of the safety issues faced by the vehicle braking system that relies on a single electronically controlled braking system or a mechanical braking system to provide braking functions, it is necessary to propose a redundant braking system, a vehicle braking system and a vehicle. By introducing a redundant braking system that shares a braking system with the vehicle's original main braking system, it can seamlessly switch to a backup braking mode when the main braking system fails, thereby greatly reducing the safety risks caused by braking system failures.

[0033] The redundant braking system provided in this specification arranges a redundant braking system on the basis of the original main braking system of the vehicle. Among them, the redundant braking system includes a redundant braking pressure module, a redundant anti-lock module and a switching module, so as to realize the switching between the main braking system and the redundant braking system through the switching module. Specifically, when there is no abnormality in the main braking system, the redundant braking system is closed, and the switching module can keep the connection pipeline between the main braking pressure module in the main braking system and the brake fluid module of the vehicle connected, and keep the connection pipeline between the redundant braking pressure module and the brake fluid module disconnected, and keep the redundant anti-lock module in an invalid state, and keep the main anti-lock module in the main braking system in an effective state, so that the braking and anti-lock tasks of the vehicle are undertaken by the main braking system.

[0034] In the event of an abnormality in the main brake system, for example, the main brake system fails or its performance drops below a preset safety threshold, or it may be remotely operated and cannot work properly, the redundant brake system can be activated to implement an emergency response mechanism through the switching module. Specifically, the switching module can cut off the connection pipeline between the main brake pressure module and the brake fluid module, and conduct the connection pipeline between the redundant brake pressure module and the brake fluid module, and switch the state of the redundant anti-lock module to a valid state, and switch the state of the main anti-lock module to an invalid state, so that the redundant brake system takes over the main brake system to perform the braking and anti-lock tasks of the vehicle.

[0035] Therefore, by introducing a redundant braking system, it is used to take over the braking task when the main braking system fails or cannot work normally. The brake pressure module of the redundant braking system is located between the main brake pressure module and the brake fluid module, so that the redundant braking system can share the vehicle brake fluid module and the brake execution module with the main braking system, realizing a compatible braking system, avoiding complex manufacturing processes and reducing manufacturing costs. In addition, the redundant braking system is not activated by default to maintain the simplicity and energy efficiency of the system. By introducing a switching module, the vehicle can seamlessly switch to the backup mode when the main braking system fails, reducing the safety risks caused by the failure or abnormality of the main braking system. At the same time, by introducing a redundant anti-lock braking module, the redundant braking system can realize an effective anti-lock braking function without relying on the original main anti-lock braking module of the vehicle, thereby avoiding the failure of the vehicle's anti-lock braking function due to abnormalities such as failure of the main anti-lock braking module or the influence of the main braking system, so as to further ensure that the vehicle can still maintain reliable braking ability and improve the safety, reliability and stability of vehicle braking in emergency situations.

[0036] In some embodiments, the main braking system of the vehicle is an electric control braking system, and the redundant braking system is a manual braking system. Thus, in the abnormal working mode of the electric control braking system, it is possible to manually intervene in the vehicle braking system for braking, by manually cutting off the connection between the brake pressure module and the brake fluid module in the electric control braking system, and switching the vehicle's anti-lock module from the main anti-lock module to the redundant anti-lock module, so that the main controller of the vehicle braking system or the braking system becomes a person, thereby manually intervening in the possible emergency state 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 manual braking system can avoid damage to the vehicle as much as possible, and solve the problem that the vehicle cannot be manually intervened in braking after being 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.

[0037] In other embodiments, the redundant brake pressure module and the main brake pressure module are respectively connected to the brake fluid module through the same pressure transmission module. In the event of an abnormality in the main brake system, the switching module can disconnect the connection between the main brake pressure module and the brake fluid module by disconnecting the connection between the main brake pressure module and the pressure transmission module, and connect the redundant brake pressure module with the pressure transmission module to make the connection between the redundant brake pressure module and the brake fluid module conductive. 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.

[0038] In some other embodiments, the redundant anti-lock braking module is connected to a redundant power supply module. When the redundant braking system is activated, the redundant anti-lock braking module is powered by the redundant power supply module. When the redundant braking system is activated, the redundant anti-lock braking module can monitor and provide feedback on the wheel movement status independently of the vehicle's original main anti-lock braking module, so as to avoid the impact of failures or abnormalities of the vehicle's original main power system or main control system on the anti-lock function of the redundant braking system, thereby further ensuring the safety, reliability and stability of vehicle braking in emergency situations.

[0039] The redundant braking system provided in this specification can control the start or shut down of the redundant braking system by setting a redundant braking switch module. Among them, the redundant braking switch module can be implemented in any form of a pull rope, a trigger, a button, a switch, a pedal, etc., and the redundant braking switch module can be arranged at any position of the vehicle according to needs, and the arrangement position is flexible. Therefore, compared with structures such as foot brakes or hand brakes set in fixed positions, by implementing a redundant braking switch module with optimized form, the triggering form of the redundant braking system is simpler and more convenient, and more stable and reliable vehicle braking can be achieved in emergency situations.

[0040] The embodiments of this specification provide a redundant braking system. Figure 1 As shown, the redundant braking system 100 includes a redundant brake pressure module 110 , a switching module 120 , and a redundant anti-lock braking module 130 connected to the redundant brake pressure module 110 .

[0041] A first connecting pipeline is provided between the redundant brake pressure module 110 and the brake fluid module 210 of the vehicle 200; wherein, a second connecting pipeline is provided between the brake fluid module 210 and the main brake pressure module 230 of the vehicle 200; the main brake pressure module 230 is located in the main brake system 220 of the vehicle 200; the main brake system 220 includes a main anti-lock braking module 240 connected to the main brake pressure module 230.

[0042] When the redundant braking system 100 is turned off, the first connecting line is in a disconnected state, the second connecting line is in a connected state, the redundant anti-lock braking module 130 is in an invalid state, and the primary anti-lock braking module 240 is in a valid state.

[0043] If the redundant braking system 100 is started, the switching module 120 is used to switch the state of the first connecting pipeline to the on state, switch the state of the second connecting pipeline to the off state, switch the state of the redundant anti-lock braking module 130 from the invalid state to the valid state, and switch the state of the main anti-lock braking module 240 from the valid state to the invalid state; wherein the valid state is used to describe the state in which the wheel motion state can be identified and fed back.

[0044] If the redundant anti-lock braking module 130 is in an effective state, the redundant anti-lock braking module 130 is configured to adjust the output pressure of the redundant brake pressure module 110 when it is identified that the wheel movement state is close to a locking state.

[0045] The redundant brake pressure module 110 and the main brake pressure module 230 are both brake pressure sources for providing brake pressure to the brake fluid module 210. When the main brake system 220 is in effect, the main brake system 220 and the brake fluid module 210 cooperate to output brake pressure to the brake actuator of the vehicle wheel; when the redundant brake system 100 is in effect, the redundant brake system 100 and the brake fluid module 210 cooperate to output brake pressure to the brake actuator on the vehicle wheel.

[0046] The main braking system 220 is responsible for providing the pressure and control required for braking under normal operating conditions. The redundant braking system 100 serves as a redundancy or backup for the main braking system 220. It automatically takes over the braking task when the main braking system 220 fails. It is not activated or triggered when no abnormality occurs in the main braking system 220, but can be activated or triggered when an abnormality occurs in the main braking unit.

[0047] The redundant brake pressure module 110 and the main brake pressure module 230 may respectively include respective brake force generation modules, brake force transmission modules, brake force adjustment modules, brake assist modules, etc. Among them, the brake force generation module may be a brake pump, etc.; the brake force transmission module may be a brake master cylinder, etc.; the brake force adjustment module may be a brake pressure regulator, etc.; the brake assist module may be a vacuum booster, etc. The redundant brake pressure module 110 and the main brake pressure module 230 are respectively connected to the switching module 120.

[0048] The first connecting pipe and the second connecting pipe are pipes used for brake fluid transmission, brake pressure transmission, and the like.

[0049] The brake fluid module 210 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 first connecting pipeline is connected, the redundant brake system 100 (or redundant brake pressure module 110) and the brake fluid module 210 can form a closed hydraulic circuit to provide brake pressure for the wheel brake actuator; if the second connecting pipeline is connected, the main brake system 220 (or main brake pressure module 230) and the brake fluid module 210 can form a closed hydraulic circuit to provide brake pressure for the wheel brake actuator. The brake fluid module 210 may include components such as a brake fluid storage tank (also called a reservoir or a reservoir), a brake fluid pipeline, and a pressure sensor.

[0050] The redundant anti-lock module 130 and the main anti-lock module 240 are components that can be used to identify and feedback the motion state of the vehicle wheels. If the redundant anti-lock module 130 or the main anti-lock module 240 is in an invalid state, the corresponding anti-lock module cannot normally identify or feedback the wheel motion state; if the redundant anti-lock module 130 or the main anti-lock module 240 is in an effective state, the corresponding anti-lock module can normally identify and feedback the wheel motion state.

[0051] Feedback of the wheel motion state means that the anti-lock module determines the adjustment scheme of the vehicle brake pressure according to the wheel motion state, and sends a command or signal to the corresponding connected brake pressure module to adjust the output pressure.

[0052] The wheel motion state refers to the dynamic characteristics of the wheel during vehicle driving, which may include wheel speed, acceleration, steering angle, etc. The near-lock state is used to indicate the state when the wheel speed is less than a certain threshold, where the threshold can be determined according to the actual application scenario, etc.

[0053] In some cases, if a redundant backup braking system is independently arranged on the basis of the original main braking system of the vehicle, or a redundant braking system is arranged that only shares the wheel brake assembly (brake actuator assembly or brake actuator module) with the original main braking system, the manufacturing process complexity of the braking system will increase. Especially for vehicles that support high-level autonomous driving, the cost of the vehicle and the space occupied by the vehicle will increase. 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 redundant braking system that shares the braking system including the brake fluid module and the wheel brake assembly (brake actuator assembly) with the original main braking system of the vehicle.

[0054] Specifically, when the redundant braking system 100 is turned off, that is, when the main braking system 220 of the vehicle 200 does not have any abnormality, the main braking system 220 can achieve the expected braking effect, and the braking and anti-locking tasks of the vehicle 200 are undertaken by the main braking system 220. The switching module 120 can keep the second connecting pipeline between the brake fluid module 210 and the main brake pressure module 230 connected to ensure that a complete hydraulic circuit is formed between the main brake pressure module 230 and the brake fluid module 210 to provide a stable braking pressure, and keep the state of the main anti-lock module 240 in an effective state, so that the main anti-lock module 240 can identify and feedback the wheel movement state, and adjust the output pressure of the main brake pressure module 230 when it is identified that the locking state is approaching, so as to provide the anti-locking function for the vehicle 200. At the same time, the switching module 120 keeps the first connecting pipeline between the redundant brake pressure module 110 and the brake fluid module 210 disconnected, and keeps the state of the redundant anti-lock module 130 in an invalid state, thereby avoiding unnecessary energy consumption and potential interference.

[0055] When the redundant braking system 100 is activated, it indicates that an abnormality occurs in the main braking system 220 (may include an abnormality in the main brake pressure module 230 and / or the main anti-lock module 240), and the redundant braking system 100 replaces the main braking system 220 to assume the braking and anti-locking tasks of the vehicle 200. In response, the switching module 120 disconnects the second connecting pipeline so that the main brake pressure module 230 cannot pump the brake fluid into the brake actuator, and switches the state of the main anti-lock module 240 to an invalid state so that the main anti-lock module 240 cannot identify the wheel motion state, and / or cannot instruct the main brake pressure module 230 to adjust the output pressure according to the identified wheel motion state. At the same time, the switching module 120 opens the first connecting pipeline so that the redundant brake pressure module 110 and the brake fluid module 210 output brake pressure to the brake actuator, and switches the state of the redundant anti-lock module 130 to a valid state so that the redundant anti-lock module 130 and the redundant brake pressure module 110 cooperate to provide an anti-lock function for the vehicle 200, ensuring that the vehicle 200 can continue to brake safely.

[0056] Furthermore, if the redundant braking system 100 is switched from being started to being shut down, the switching module 120 may switch the state of the first connecting pipeline from being on to being off, switch the state of the second connecting pipeline from being off to being on, switch the state of the redundant anti-lock braking module 130 from being effective to being ineffective, and switch the state of the main anti-lock braking module 240 from being ineffective to being effective.

[0057] In some embodiments, the redundant anti-lock module 130 may include a redundant anti-lock controller and a wheel speed sensor connected thereto, and the primary anti-lock module 240 may include a primary anti-lock controller and a wheel speed sensor connected thereto. The redundant anti-lock module 130 and the primary anti-lock module 240 identify the wheel motion state, including monitoring the wheel speed and identifying the near-lock state of the wheel according to the monitored wheel speed.

[0058] Exemplarily, when the redundant braking system is turned off, the switching module can disconnect the connection between the redundant anti-lock braking controller and the corresponding wheel speed sensor connected thereto, so that the redundant anti-lock braking controller cannot receive the signal from the wheel speed sensor and cannot identify wheel lock, and maintain the connection between the main anti-lock braking controller and the corresponding wheel speed sensor connected thereto, thereby putting the redundant anti-lock braking module in an invalid state and the main anti-lock braking module in a valid state.

[0059] When the redundant braking system is activated, the switching module can switch the connection between the redundant anti-lock brake controller and the corresponding wheel speed sensor to connected state, so that the redundant anti-lock brake controller can receive the signal of the wheel speed sensor to identify the wheel lock and feed back the pressure adjustment instruction or signal to the redundant brake pressure module, and switch the connection between the main anti-lock brake controller and the corresponding wheel speed sensor to disconnected state, so that the main anti-lock brake controller cannot receive the sensor signal and cannot identify the wheel lock, thereby switching the state of the redundant anti-lock brake module to a valid state and switching the state of the main anti-lock brake module to an invalid state.

[0060] For example, when the redundant braking system is activated, the switching module can also connect the connection between the redundant anti-lock controller and the redundant brake pressure module so that the redundant anti-lock controller can receive the signal of the wheel speed sensor to identify wheel lock and feed back the pressure adjustment instruction to the redundant brake pressure module, and disconnect the connection between the main anti-lock controller and the main brake pressure module so that even if the main anti-lock controller can identify wheel lock, it cannot feed back the pressure adjustment instruction to the main brake pressure module, thereby switching the state of the redundant anti-lock module to the effective state and switching the state of the main anti-lock module to the invalid state. The description of the case where the redundant braking system is turned off is similar to the description of the case where the redundant braking system is activated, and the details are not repeated here.

[0061] For example, when the redundant braking system is activated, the switching module can also shut down the main anti-lock controller so that the main anti-lock controller cannot receive the signal from the wheel speed sensor connected to it, and cannot feed back the pressure adjustment instruction or signal to the main brake pressure module, and at the same time turn on or activate or wake up the redundant anti-lock controller so that the redundant anti-lock controller can receive the signal from the wheel speed sensor connected to it, and can feed back the pressure adjustment instruction or signal to the redundant brake pressure module, thereby switching the state of the redundant anti-lock module to the effective state and switching the state of the main anti-lock module to the invalid state. The description of the case where the redundant braking system is shut down is similar to the description of the case where the redundant braking system is activated, and the details are not repeated here.

[0062] It should be noted that the redundant anti-lock brake controller and the main anti-lock brake controller may be connected to the same wheel speed sensor, or may be connected to different wheel speed sensors respectively.

[0063] In other embodiments, the redundant anti-lock module 130 is a redundant anti-lock controller, and the main anti-lock module 240 is a main anti-lock controller. The redundant anti-lock controller and the main anti-lock controller are respectively connected to wheel speed sensors on the wheels. The redundant anti-lock module 130 and the main anti-lock module 240 identify the wheel motion state, including identifying the near-lock state of the wheel according to the signal sent by the wheel speed sensor.

[0064] The description of switching the states of the redundant anti-lock braking module 130 and the main anti-lock braking module 240 by the switching module 120 is similar to that in the above embodiment and will not be described in detail.

[0065] It should be noted that the switching module 120 may be a switching switch, a switching valve, a control switch, etc. In response to the monitoring and alarm of the abnormal state of the main braking system 220, the redundant braking system 100 may be started, so that the switching module 120 switches the states of the first connecting pipeline, the second connecting pipeline, the redundant anti-lock module 130 and the main anti-lock module 240.

[0066] The redundant brake pressure module 110 and the main brake pressure module 230 may be connected to the brake fluid module 210 in parallel or by sharing some structures, which is not specifically limited in this specification.

[0067] When an abnormality occurs in the main brake system 220 , the state of the switching module 120 can be adjusted manually or electronically to switch the states of the first connecting pipeline, the second connecting pipeline, the redundant anti-lock module 130 and the main anti-lock module 240 through the state switching of the switching module 120 .

[0068] The main brake system 220 and the redundant brake system 100 may both be an electric control brake system or a mechanical brake system (or a manual brake system). Alternatively, the main brake system 220 may be an electric control brake system, and the redundant brake system 100 may be a mechanical brake system. Alternatively, the main brake system 220 may be a mechanical brake system, and the redundant brake system 100 may be an electric control brake system.

[0069] It is understandable that when an abnormality occurs in the main brake system 220, a warning signal may be issued through a fault indicator light or a dashboard display or other means. The redundant brake system 100 may be activated when an abnormality is detected in the main brake system 220, or may be activated by manual control when an abnormality occurs in the main brake system 220.

[0070] In the above implementation, by introducing a redundant braking system including a switching module, the vehicle braking system can be seamlessly switched to a backup mode when the main braking system fails, ensuring that the vehicle can still maintain reliable braking capabilities, reducing safety risks caused by failures or abnormalities in the main braking system, and improving the safety and reliability of vehicle braking in emergency situations. By additionally arranging a set of redundant brake pressure modules between the main brake pressure module and the brake fluid module of the original main braking system of the vehicle, the redundant braking system and the main braking system share the vehicle brake fluid module and wheel brake structure, avoiding complex manufacturing processes and reducing manufacturing costs. In addition, the redundant braking system is not activated by default to maintain the simplicity and energy efficiency of the system.

[0071] In addition, considering that an abnormality in the main braking system may cause the main anti-lock module to fail, even if the backup braking method is switched to brake, there may still be safety hazards such as longer braking distance due to wheel locking, or rollover due to excessive speed and wheel locking. Therefore, a redundant braking system including a switching module and a redundant anti-lock module is designed. The switching module controls the switching of the connection pipeline states between the main brake pressure module and the redundant brake pressure module and the brake fluid module, and controls the state switching of the main anti-lock module in the main braking system and the redundant anti-lock module in the redundant braking system. The main braking system and the redundant braking system can be completely isolated, so that the brake pressure output and anti-lock control function of the main braking system and the redundant braking system do not affect each other. Compared with related technologies, the reliability of the redundant braking system can be better guaranteed.

[0072] On the other hand, especially in an emergency, when the main braking system of the vehicle cannot function normally, the switching module can cut off the control of the main braking system on the vehicle, and the redundant braking system takes over the braking and anti-lock tasks of the vehicle, effectively avoiding the loss of passengers and protecting the safety of passengers' lives and property. While protecting the safety of the vehicle, the above redundant 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 or the vehicle, 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.

[0073] In some embodiments, the primary brake system 220 is an electronically controlled brake system; and the redundant brake system 100 is a manual brake system.

[0074] Among them, the electric control braking system is a system that realizes the main braking function through an electronic control unit (ECU) and related electric drive devices. It can also be called a wire control braking system or an electronic braking system.

[0075] The manual brake system is a system that uses mechanical principles to achieve the braking function. It does not rely on electricity or electronic signals. It triggers the brake components to work through manual operation to control the vehicle braking. For example, the brake is triggered by operating methods such as stepping on the pedal, pulling the rope, and manually pressing the button. It can also be called a manual brake system. It should be noted that the manual brake system has a service brake function.

[0076] 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.

[0077] Specifically, when no abnormality occurs in the electric control braking system, the manual braking system is turned off, and the switching module 120 can keep the second connecting pipeline between the brake pressure module and the brake fluid module 210 in the electric control braking system in a conducting state, and keep the anti-lock module in the electric control braking system in a valid state, so as to provide the brake pressure and anti-lock function through an electrified and intelligent braking method. At the same time, keep the first connecting pipeline between the brake pressure module and the brake fluid module 210 in the manual braking system in a disconnected state, and keep the anti-lock module in the manual braking system in an invalid state.

[0078] In the event of an abnormality in the electric control braking system, the manual braking system can be started, and the switching module 120 responds by switching the state of the second connecting pipeline to a disconnected state to cut off the connection between the electric control braking system and the brake fluid module 210, and switching the state of the anti-lock module in the electric control braking system to an invalid state to avoid the failure of the vehicle's anti-lock function due to the possible failure of the anti-lock module. At the same time, the state of the first connecting pipeline is switched to a conducting state, so that the manual braking system can receive brake fluid from the brake fluid module 210, provide brake pressure by mechanical braking, perform effective braking, and switch the anti-lock module in the manual braking system to an effective state to ensure the normal anti-lock function of the vehicle.

[0079] In the above implementation, considering that the mechanical transmission braking method is more stable and has a lower failure probability than the electrified braking method of new energy vehicles or vehicles with electrified control systems, for electrified and intelligent vehicles, a purely mechanical artificial braking system is arranged as a redundant design of the vehicle's electric control braking system, and the independence and reliability of the artificial braking system are ensured by switching modules. Even if the electric control braking system fails due to power failure, electronic failure, network intrusion or other reasons (including the failure of the anti-lock module), the backup artificial braking system can continue to work to ensure that the vehicle or equipment can stop safely. The purely mechanical braking system has a simpler structure than the electrified braking system, and the artificial braking system is usually easy to maintain, simple to repair, and has low maintenance costs, and can serve as an important safety guarantee in the braking system.

[0080] Since the braking system of mainstream new energy vehicles is mainly an electrified braking system, the control of this type of braking system is mainly composed 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 manual braking system on the basis of the mainstream electrified braking system, 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.

[0081] After the vehicle is attacked or remotely controlled, in an emergency, when the vehicle's electric braking system cannot function, the manual braking system can cut off the control of the electric braking system over the vehicle and take over the vehicle's braking and anti-lock tasks. The brake pressure module and switch module of the manual braking system can be used to manually intervene in the vehicle's braking system to brake, avoid further damage, protect the lives and property of passengers and others, and minimize the degree of damage to the vehicle. This can better avoid environmental pollution and waste of resources after the vehicle is damaged, and minimize the loss of data or evidence caused by the damage to the vehicle. At the same time, the anti-lock module of the manual braking system replaces the original anti-lock module to provide redundant backup for the vehicle's anti-lock function, further ensuring the safety and braking stability of the vehicle.

[0082] In particular, for vehicles with a higher level of autonomous driving, the following effects can be achieved through the manual braking system including the switching 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 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 implementation 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 life and property of the passengers; (7) Solve the problem of the failure of the vehicle's anti-lock braking function in the event of a failure of the vehicle's main control system or power system or remote control, and reduce the safety hazards of longer braking distance due to wheel locking, or rollover due to excessive speed and wheel locking; (8) The vehicle can meet the needs of automatic braking and manual braking, and passengers can choose according to their own needs; (9) Protect social stability and avoid waste of resources; (10) Provide a safer driving solution for future travel.

[0083] In some embodiments, reference Figure 2 As shown, the redundant brake pressure module 110 and the main brake pressure module 230 are respectively connected to the brake fluid module 210 through the same pressure transmission module 310 .

[0084] When the redundant braking system 100 is turned off, the passage between the redundant brake pressure module 110 and the pressure transmission module 310 is in a disconnected state, so that the first connecting line is in a disconnected state, and the passage between the main brake pressure module 230 and the pressure transmission module 310 is in a connected state, so that the second connecting line is in a connected state.

[0085] When the redundant braking system 100 is started, the switching module 120 is used to connect the passage between the redundant brake pressure module 110 and the pressure transmission module 310 so that the state of the first connecting line is switched to the connected state, and to disconnect the passage between the main brake pressure module 230 and the pressure transmission module 310 so that the state of the second connecting line is switched to the disconnected state.

[0086] The pressure transmission module 310 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 310 is connected to the brake fluid module 210 .

[0087] Specifically, the main brake pressure module 230 and the redundant brake pressure module 110 are respectively connected to the brake fluid module 210 through the same pressure transmission module 310. The switching module 120 switches the passage state between the redundant brake pressure module 110 and the pressure transmission module 310 to switch the first connection pipeline state, and switches the passage state between the main brake pressure module 230 and the pressure transmission module 310 to switch the second connection pipeline state.

[0088] When the main brake system 220 is switched from on to off and the redundant brake system 100 is switched from off to on, the switching module 120 switches the passage between the redundant brake pressure module 110 and the pressure transmission module 310 from a disconnected state to a connected state, so that the first connecting pipeline is switched from a disconnected state to a connected state, so that the redundant brake pressure module 110 is connected to the brake fluid module 210 through the pressure transmission module 310. At the same time, the switching module 120 switches the passage between the main brake pressure module 230 and the pressure transmission module 310 from a connected state to a disconnected state, so that the second connecting pipeline is switched from a connected state to a disconnected state, so that the main brake pressure module 230 is disconnected from the brake fluid module 210.

[0089] When the redundant brake system 100 is switched from on to off, and the main brake system 220 is switched from off to on, the switching module 120 switches the passage between the redundant brake pressure module 110 and the pressure transmission module 310 from on to off, so that the first connecting pipeline is switched from on to off, and the redundant brake pressure module 110 is disconnected from the brake fluid module 210. At the same time, the switching module 120 switches the passage between the main brake pressure module 230 and the pressure transmission module 310 from off to on, so that the second connecting pipeline is switched from off to on, so that the main brake pressure module 230 is connected to the brake fluid module 210 through the pressure transmission module 310.

[0090] It should be noted that the above-mentioned pressure transmission module 310 can be included in the redundant braking system 100 or the main braking system 220. Then, the above-mentioned method of connecting the main brake pressure module 230 and the redundant brake pressure module 110 respectively with the brake fluid module 210 through the same pressure transmission module 310 can be called a similar series (or partial series) connection method between the main braking system 220 and the redundant braking system 100.

[0091] In the above embodiment, in order to further reduce the space occupied by the redundant braking system in the vehicle, the connection between the main braking system and the redundant braking system can be designed in a similar manner to series connection, that is, the main brake pressure module and the redundant brake pressure module can be connected to the same pressure transmission module. In this way, the complexity of the manufacturing process can be further reduced, the compactness of the structure of the entire vehicle braking system can be improved, and the space occupied by the vehicle can be reduced to a certain extent.

[0092] In some embodiments, reference Figure 3 As shown, there is a first link between the redundant anti-lock module 130 and the wheel motion sensing module 320 of the vehicle 200, and there is a second link between the primary anti-lock module 240 and the wheel motion sensing module 320. Wherein, when the redundant braking system 100 is turned off, the first link is in a disconnected state, and the second link is in a conducting state.

[0093] The switching module 120 is used to switch the state of the first link to the on state when the redundant braking system 100 is started, so that the state of the redundant anti-lock braking module 130 is switched from the invalid state to the valid state, and to switch the state of the second link to the off state, so that the state of the main anti-lock braking module 240 is switched from the valid state to the invalid state.

[0094] In this embodiment, the redundant anti-lock module 130 is a redundant anti-lock controller, and the main anti-lock module 240 is a main anti-lock controller. The redundant anti-lock module 130 and the main anti-lock module 240 are respectively connected to the same wheel motion sensor module 320. The wheel motion sensor module 320 can be used to collect wheel speed data of the wheel, and can be a wheel speed sensor.

[0095] The redundant anti-lock braking module 130 and the primary anti-lock braking module 240 may be connected to the switching module 120 , respectively.

[0096] The first link is used to transmit signals between the redundant anti-lock braking module 130 and the wheel motion sensing module 320 , and the second link is used to transmit signals between the primary anti-lock braking module 240 and the wheel motion sensing module 320 .

[0097] It is understandable that the redundant anti-lock module 130 and the redundant brake pressure module 110 may be in communication with each other, and the primary anti-lock module 240 and the primary brake pressure module 230 may also be in communication with each other.

[0098] Specifically, the redundant anti-lock braking module 130 and the main anti-lock braking module 240 are respectively connected to the wheel motion sensing module 320 of the vehicle 200. The switching module 120 switches the link state between the redundant anti-lock braking module 130 and the wheel motion sensing module 320 to switch the state of the redundant anti-lock braking module 130, and switches the link state between the main anti-lock braking module 240 and the wheel motion sensing module 320 to switch the state of the main anti-lock braking module 240.

[0099] When the main brake system 220 is turned from on to off, and the redundant brake system 100 is turned from off to on, the switching module 120 switches the first link between the redundant anti-lock brake module 130 and the wheel motion sensor module 320 from a disconnected state to a connected state, so that the redundant anti-lock brake module 130 can receive the signal of the wheel motion sensor module 320 to identify the wheel motion state, and feeds back the pressure adjustment signal or instruction to the redundant brake pressure module 110, so that the redundant anti-lock brake module 130 is switched from an invalid state to a valid state. At the same time, the switching module 120 switches the second link between the main anti-lock brake module 240 and the wheel motion sensor module 320 from a connected state to a disconnected state, so that the main anti-lock brake module 240 cannot receive the signal of the wheel motion sensor module 320, so that the main anti-lock brake module 240 is switched from a valid state to an invalid state.

[0100] When the main braking system 220 is turned from off to on, and the redundant braking system 100 is turned from on to off, the switching module 120 switches the first link between the redundant anti-lock braking module 130 and the wheel motion sensing module 320 from the on state to the off state, so that the redundant anti-lock braking module 130 cannot receive the signal of the wheel motion sensing module 320, so that the redundant anti-lock braking module 130 is switched from the valid state to the invalid state. At the same time, the switching module 120 switches the second link between the main anti-lock braking module 240 and the wheel motion sensing module 320 from the off state to the on state, so that the main anti-lock braking module 240 can receive the signal of the wheel motion sensing module 320 and identify and feedback the wheel motion state, so that the main anti-lock braking module 240 is switched from the invalid state to the valid state.

[0101] In some embodiments, the switching module 120 includes a braking switching module and an anti-lock switching module; the braking switching module is used to switch the state of the first connecting pipeline and the state of the second connecting pipeline; the anti-lock switching module is used to switch the state of the redundant anti-lock module 130 and the state of the main anti-lock module 240.

[0102] Specifically, when the main brake system 220 is switched from being started to being closed, and the redundant brake system 100 is switched from being closed to being started, the first connecting pipe is switched from being disconnected to being connected through the brake switching module, and the second connecting pipe is switched from being connected to being disconnected, so that the redundant brake pressure module 110 replaces the main brake pressure module 230 as the brake pressure source. At the same time, the redundant anti-lock module 130 is switched from being inactive to being active, and the main anti-lock module 240 is switched from being active to being inactive, so that the redundant anti-lock module 130 replaces the main anti-lock module 240 to identify and feedback the wheel motion state. In this way, a complete brake circuit in which the redundant brake pressure module 110 and the redundant anti-lock module 130 participate can be formed.

[0103] When the main brake system 220 is switched from off to on, and the redundant brake system 100 is switched from on to off, the first connecting pipe is switched from on to off through the brake switching module, and the second connecting pipe is switched from off to on, so that the main brake pressure module 230 is used as the brake pressure source again. At the same time, the redundant anti-lock module 130 is switched from an effective state to an ineffective state, and the main anti-lock module 240 is switched from an ineffective state to an effective state through the anti-lock switching module, so that the main anti-lock module 240 can identify and feedback the wheel motion state again.

[0104] Exemplarily, the redundant anti-lock module is a redundant anti-lock controller, the main anti-lock module is a main anti-lock controller, and the redundant anti-lock controller and the main anti-lock controller are respectively connected to the wheel speed sensor. The anti-lock switching module can switch the state of the redundant anti-lock module and the main anti-lock module by switching the link state between the redundant anti-lock controller and the wheel speed sensor, and switching the link state between the main anti-lock controller and the wheel speed sensor.

[0105] For example, taking the redundant anti-lock module and the main anti-lock module as an example, the anti-lock switching module can switch the state of the redundant anti-lock module and the main anti-lock module by switching the connection state between the redundant anti-lock controller and the redundant brake pressure module, and switching the connection state between the main anti-lock controller and the main brake pressure module.

[0106] For example, the redundant anti-lock module and the main anti-lock module are taken as examples. The anti-lock switching module can switch the redundant anti-lock module from an invalid state to a valid state by turning on, activating or waking up the redundant anti-lock controller. Alternatively, the redundant anti-lock controller can be turned off or powered off to switch the redundant anti-lock module from a valid state to an invalid state. Similarly, the anti-lock switching module can switch the state of the main anti-lock module by turning on or off the main anti-lock controller.

[0107] It should be noted that the brake switching module can be any one of a switching valve, a conduction valve, a control valve, etc., and the anti-lock switching module can be an interface switching module or other modules (or components) that can realize the above functions.

[0108] In some embodiments, the redundant braking system 100 further includes a redundant power supply module connected to the redundant anti-lock braking module 130; wherein, when the redundant braking system 100 is turned off, the redundant power supply module is in a turned-off state.

[0109] The switching module 120 is used to switch the state of the redundant power supply module from the off state to the on state when the redundant braking system 100 is started, so that the redundant power supply module supplies power to the redundant anti-lock braking module 130 .

[0110] The redundant power supply module is only used to supply power to the redundant anti-lock braking module 130 , and there is no connection relationship between the redundant anti-lock braking module 130 and the main power system of the vehicle.

[0111] Specifically, when the main braking system 220 changes from on to off and the redundant braking system 100 changes from off to on, the switching module 120 switches the state of the redundant power supply module to the on state, so that the redundant power supply module can supply power to the redundant anti-lock braking module 130, thereby providing the redundant anti-lock braking module 130 with a reliable power source.

[0112] When the main brake system 220 changes from off to on and the redundant brake system 100 changes from on to off, the switching module 120 switches the state of the redundant power supply module to off to power off the redundant anti-lock module 130, thereby switching the state of the redundant anti-lock module 130 to an invalid state.

[0113] In some embodiments, if the redundant power module is in the on state, the redundant anti-lock module 130 is activated or awakened; if the redundant power module is in the off state, the redundant anti-lock module 130 is turned off. The switching module 120 can switch the state of the redundant anti-lock module 130 only by switching the state of the redundant power module.

[0114] In other embodiments, the switching module 120 switches the state of the redundant anti-lock braking module 130 by switching the state of the redundant power supply module and switching the link state between the redundant anti-lock braking module 130 and the wheel motion sensing module 320 .

[0115] The switching module 120 switches the redundant anti-lock module 130 to the effective state by switching the redundant power supply module to the on state and switching the link state between the redundant anti-lock module 130 and the wheel motion sensing module 320 to the on state.

[0116] Furthermore, in some embodiments, the switching module 120 may include a braking switching module and an anti-lock switching module. The braking switching module is used to switch the states of the first connecting pipeline and the second connecting pipeline, and the anti-lock switching module is used to switch the states of the redundant power supply module, the link state between the redundant anti-lock module 130 and the wheel motion sensing module 320, and the link state between the main anti-lock module 240 and the wheel motion sensing module 320.

[0117] In some other embodiments, the switching module 120 may further include a braking switching module, an anti-lock braking switching module and a redundant power switch module. The braking switching module is used to switch the states of the first connecting pipeline and the second connecting pipeline, the anti-lock braking switching module is used to switch the link state between the redundant anti-lock braking module 130 and the wheel motion sensing module 320, and the link state between the main anti-lock braking module 240 and the wheel motion sensing module 320, and the redundant power switch module is used to switch the state of the redundant power supply module.

[0118] It is understandable that the redundant power supply module can be switched from the off state to the on state by connecting the circuit between the redundant anti-lock braking module 130 and the redundant power supply module, and the redundant power supply module can be switched from the on state to the off state by disconnecting the circuit.

[0119] It should be noted that the redundant power module can be any one of a battery or a backup generator, etc., which is not specifically limited in this specification. If the redundant power module is a battery, it can be charged by the vehicle power supply.

[0120] In some embodiments, the redundant brake system 100 is connected to a redundant brake switch module. If the redundant brake switch module is in a closed state, the redundant brake system 100 is turned off; if the redundant brake switch module is in an open state, the redundant brake system 100 is started.

[0121] The redundant brake switch module is used as a switch for controlling the start and stop of the redundant brake system 100 .

[0122] When the redundant brake switch module is in a closed state, it means that the redundant brake switch module will not trigger or activate the redundant brake system 100 to work, so that the redundant brake system 100 remains closed; when the redundant brake switch module is in an open state, it means that the redundant brake switch module can trigger or activate the redundant brake system 100 to work, so that the redundant brake system 100 starts.

[0123] The redundant brake switch module may be in the form of a switch, a button, a pull rope, a trigger, etc.

[0124] It can be understood that, in this embodiment, the switching module 120 can be controlled by a redundant brake switch module.

[0125] Specifically, a redundant brake switch module is provided for the redundant brake system 100 to control the start or shut down of the redundant brake system 100. The redundant brake switch module has two states: a closed state and an open state. In the closed state, the redundant brake system 100 is shut down, and the vehicle 200 relies on the main brake system 220 to perform the braking task; in the open state, the redundant brake system 100 is started, and the redundant brake system 100 takes over the braking task from the main brake system 220.

[0126] By performing a state switching operation on the redundant brake switch module (such as pressing a button, receiving a specific signal, etc.), it can be changed from a closed state to an open state, or from an open state to a closed state.

[0127] When the redundant brake switch module changes from the closed state to the open state, the redundant brake system 100 starts, and at the same time, the switch module 120 can be triggered to switch the second connecting pipe between the main brake pressure module 230 and the brake fluid module 210 from the on state to the off state, and switch the first connecting pipe between the redundant brake pressure module 110 and the brake fluid module 210 from the off state to the on state, thereby forming a passage between the redundant brake system 100 and the brake fluid module 210, so that the redundant brake system 100 can work normally. In this way, it can be ensured that the redundant brake system 100 can smoothly take over the braking task, and at the same time disconnect the main brake system 220 from braking the vehicle 200, reduce the conflict between the main brake system 220 and the redundant brake system 100, and ensure the safety and reliability of braking.

[0128] When the redundant brake switch module changes from an open state to a closed state, the redundant brake system 100 is shut down, and at the same time, the switching module 120 can switch the second connecting pipe from a disconnected state to a conductive state, and ensure that the first connecting pipe is switched from a conductive state to a disconnected state, so that the main brake system 220 takes over the braking task again.

[0129] In some embodiments, the redundant brake switch module can be connected to the redundant brake pressure module 110. The state switching operation of the redundant brake switch module can be a manual operation. Further, if the redundant brake switch module is manually operated to switch the state, a shielding cover can be set for the redundant brake switch module as a protection. The shielding cover can be opened or closed by electric control or manual operation.

[0130] Exemplarily, the main brake system 220 is an electronically controlled brake system, including an electronically controlled brake system assembly (corresponding to the main brake pressure module 230 in this specification) and an anti-lock controller (corresponding to the main anti-lock module 240 in this specification). The redundant brake system 100 is a manual brake system, including a manual brake system assembly (corresponding to the redundant brake pressure module 110 in this specification), a switching module 120 and an anti-lock controller (corresponding to the redundant anti-lock module 130 in this specification), and the switching module 120 is a control valve. Among them, the manual brake system assembly includes a brake master cylinder, a vacuum booster, and a brake pressure regulator. The structure of the electronically controlled brake system assembly can be similar to that of the manual brake system assembly.

[0131] refer to Figure 4a As shown, the four wheels of the vehicle are each provided with a brake caliper (1), a brake disc (2), a wheel speed sensor (3) and a brake cylinder (4). Each brake cylinder (4) is respectively connected to a brake fluid module (7), and a brake pipeline (5) is provided between each brake cylinder (4) and the brake fluid module (7). The brake fluid module (7) is connected to a manual brake system assembly (8) and an electronically controlled brake system assembly (10).

[0132] The manual brake system assembly (8) includes a brake master cylinder, a vacuum booster, a brake pressure regulator, etc., and is connected to a control valve (13) and an anti-lock controller (11) in the manual brake system. The manual brake system assembly (8) is also connected to a manual brake switch (9) (corresponding to the redundant brake switch module in this specification). The anti-lock controller (11) is connected to the control valve (13), so that the control valve (13) can switch and control the link state between the anti-lock controller (11) and each wheel speed sensor (3), and the anti-lock controller (11) is connected to a battery (12). The battery (12) is only used to power the anti-lock controller (11) in the manual brake system, and can be charged by the vehicle power supply.

[0133] The electric control brake system assembly (10) is connected to the control valve (13) and the anti-lock controller (14) in the electric control brake system, and the anti-lock controller (14) is connected to the control valve (13). The anti-lock controller (14) is also connected to the power supply of the whole vehicle.

[0134] Each wheel speed sensor (3) is connected to an anti-lock controller (11) via a sensor circuit (6). Similarly, each wheel speed sensor (3) is also connected to an anti-lock controller (14).

[0135] After the manual brake switch (9) is triggered, the manual brake system is started, and the control valve (13) can cut off the connection between the brake fluid module (7) and the electric control brake system (electric control brake system assembly (10)), and conduct the connection between the brake fluid module (7) and the manual brake system (manual brake system assembly (8)). At the same time, the sensor circuit between each wheel speed sensor (3) and the anti-lock controller (14) can be cut off, and the sensor circuit between each wheel speed sensor (3) and the anti-lock controller (11) can be conducted, and / or the anti-lock controller (11) and the battery (12) can be connected, so that the battery (12) supplies power to the anti-lock controller (11). Thus, a complete manual brake system brake circuit consisting of the wheel speed sensor, the anti-lock controller, the manual brake system assembly, the brake fluid module, the brake wheel cylinder, the brake caliper, etc. is formed.

[0136] The working logic of the entire manual braking system is as follows: when an unmanned vehicle or an intelligent driving vehicle is attacked by hackers and the vehicle cannot brake normally, the vehicle sounds an alarm to prompt the passenger to brake manually. The passenger manually closes the manual braking system switch, cuts off the connection between the electronic control braking system and the brake fluid module through the control valve, and establishes a connection between the manual braking system and the brake fluid module. At the same time, the battery is connected to the anti-lock controller of the manual braking system, and the anti-lock controller of the manual braking system is connected to the wheel speed sensor. As a result, the manual braking system begins to take over the braking of the entire vehicle, and controls the hydraulic cylinder through the anti-lock controller so that it will not lock instantly, and will not cause the vehicle to roll over due to excessive speed. After the vehicle stops, the manual braking system can continue to work to ensure that the vehicle will not be started by remote control. When the brake is manually released, the vehicle can be started.

[0137] Specifically, refer to Figure 4b As shown, the braking process of the above 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, or whether the electronically controlled braking system (electronically controlled braking system) fails (such as a fault out of control). If not, the electronically controlled braking system works normally and the process ends; if so, the whole vehicle alarm prompt sound is turned on to alarm, prompting passengers to use the manual braking system for braking. At the same time, the vehicle reports abnormal data such as being attacked to the cloud for remote alarm.

[0138] Secondly, manually operate the manual brake switch to turn on and manually start the manual brake system. The manual brake system disconnects the electric control brake system from the brake fluid module and connects the connection pipeline between the manual brake system and the brake fluid module. At the same time, the anti-lock controller in the manual brake system is connected to the wheel speed sensor and the battery respectively.

[0139] Again, the manual braking system works and the vehicle starts braking until the vehicle stops.

[0140] Then, after the vehicle stops, the manual brake system continues to brake until the vehicle brake is manually closed (the control valve will continue to keep the connecting pipeline between the electronic control brake unit and the brake fluid module disconnected until it is manually released) to release the manual brake.

[0141] Finally, the process ends.

[0142] It is understandable that the above-mentioned control valve may also be included in the manual brake system assembly, so that after the manual brake switch is manually closed, the manual brake system assembly switches the connection between the electronically controlled brake system and the brake fluid through the control valve.

[0143] Furthermore, in the case where the main brake system 220 is an electric control brake system, when an abnormality occurs in the electric control brake system, after the switching module 120 disconnects the path between the electric control brake system and the brake fluid module 210, on the one hand, if an electrical fault such as a short circuit or overload occurs in the electric control brake system, it may still cause damage to other parts of the system and may cause a fire. On the other hand, if the electric control brake system is invaded and remotely controlled, the motor of the electric control brake system may idle due to being controlled, which may easily cause damage to the electric control brake system and increase maintenance costs. Therefore, when an abnormality occurs in the electric control brake system, it is necessary to control it to be in a power-off state to minimize unnecessary damage and avoid potential safety accidents.

[0144] Therefore, in the case where the main brake system 220 is an electrically controlled brake system, if the redundant brake switch module is changed from a closed state to an open state, the redundant brake system 100 is started, and the redundant brake switch module can also be used to disconnect the connection between the main brake system 220 and its power supply to power off the main brake system 220; if the redundant brake switch module is changed from an open state to a closed state, the redundant brake system 100 is shut down, and the redundant brake switch module can also be used to connect the connection between the main brake system 220 and its power supply to power on the main brake system 220.

[0145] It should be noted that 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 will inevitably 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.

[0146] 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.

[0147] Therefore, the number of redundant brake switch modules can be multiple, and the arrangement position can be flexible. At the same time, the redundant brake switch module can be implemented in any form of a pull rope, a trigger, a button, a switch, a pedal, etc.

[0148] By respectively setting switch modules for triggering the redundant braking system at multiple different positions of the vehicle, multiple triggering points of the redundant braking system are arranged on the vehicle, and there is no need to always pay attention to the pedal brake, which can effectively improve the flexibility of the backup brake startup. It should be noted that the implementation form of any two switch modules can be the same or different. Each switch module can be provided with a shielding cover. By setting up multiple starting switch modules for redundant braking systems, the redundant braking system can be activated by any switch module. In this way, the flexibility of the redundant braking system startup can be improved, and in the event of a single point failure in any switch module, the redundant braking system can still be successfully started through other switch modules, so that the redundant design of the switch module can effectively improve the reliability and robustness of the redundant braking system and reduce potential safety risks.

[0149] In some embodiments, the redundant brake switch module includes a first switch module and a second switch module; the closed state of the redundant brake switch module includes the closed state of the first switch module and the second switch module; the open state of the redundant brake switch module includes the open state of the first switch module and the second switch module.

[0150] If the first switch module and the second switch module are both changed from a closed state to an open state, the first switch module is used to switch the state of the redundant brake pressure module 110 to a wake-up state, and the second switch module is used to control the switching module 120 to switch the state of the first connecting pipeline to a conducting state, switch the state of the second connecting pipeline to a disconnected state, switch the state of the redundant anti-lock braking module 130 to a valid state, and switch the state of the main anti-lock braking module 240 to an invalid state.

[0151] If the first switch module and the second switch module are both changed from an open state to a closed state, the first switch module is used to switch the state of the redundant brake pressure module 110 to a dormant state, and the second switch module is used to control the switching module 120 to switch the state of the first connecting pipeline to a disconnected state, switch the state of the second connecting pipeline to a conducting state, switch the state of the redundant anti-lock braking module 130 to an invalid state, and switch the state of the main anti-lock braking module 240 to a valid state.

[0152] The first switch module is connected to the redundant brake pressure module 110 and is only used to control the state switching of the redundant brake pressure module 110 .

[0153] The second switch module is connected to the switch module 120 and is used to control the state switching of the switch module 120, thereby indirectly controlling the state switching of the first connecting pipeline, the second connecting pipeline, the redundant anti-lock module 130 and the main anti-lock module 240. The second switch module can be implemented in any form of a switch, a button, etc.

[0154] The awake state of the redundant brake pressure module 110 is used to indicate that the redundant brake pressure module 110 can generate brake pressure, and the dormant state is used to indicate that the redundant brake pressure module 110 cannot generate brake pressure.

[0155] In some cases, only when the redundant brake pressure module 110 is in the awakened state, the switch module 120 controls the first connecting pipeline to be connected, and the redundant anti-lock module 130 is in the effective state, can a connected brake circuit (including a hydraulic circuit and an anti-lock circuit) involving the redundant brake pressure module 110, the brake fluid module 210, and the redundant anti-lock module 130 be formed, and the redundant brake system 100 can be successfully started and work normally. Therefore, by setting the first switch module to control the redundant brake pressure module 110 separately, and setting the second switch module to control the switch module 120 separately, the problem of the redundant brake pressure module 110 accidentally starting due to the first switch module being touched by mistake or the first switch module receiving an erroneous signal in the normal working mode of the main brake system 220 can be effectively prevented.

[0156] Specifically, the redundant brake pressure module 110 is connected to a first switch module, and the switching module 120 is connected to a second switch module. The state switching of the redundant brake pressure module 110 is controlled by the state switching of the first switch module, and the state switching of the switching module 120 is controlled by the state switching of the second switch module.

[0157] In response to the state switching operation of the first switch module, if the first switch module is changed from the closed state to the open state, the first switch module is triggered to change the redundant brake pressure module 110 from the sleep state to the awake state, so that the redundant brake pressure module 110 can be used to generate brake pressure. Similarly, if the first switch module is changed from the open state to the closed state, the first switch module is triggered to change the redundant brake pressure module 110 from the awake state to the sleep state, so that the redundant brake pressure module 110 cannot be used to generate brake pressure.

[0158] In response to the state switching operation of the second switch module, if the second switch module is changed from the closed state to the open state, the switch module 120 is triggered to switch the first connection pipeline to the conductive state, the second connection pipeline to the disconnected state, the redundant anti-lock module 130 to the effective state, and the main anti-lock module 240 to the invalid state. Similarly, if the second switch module is changed from the open state to the closed state, the switch module 120 is triggered to switch the first connection pipeline to the disconnected state, the second connection pipeline to the conductive state, the redundant anti-lock module 130 to the invalid state, and the main anti-lock module 240 to the effective state.

[0159] When the first switch module and the second switch module are both changed from the closed state to the open state, the state of the redundant brake pressure module 110 is switched to the awake state, and the first connecting pipeline is switched to the conducting state, the second connecting pipeline is switched to the disconnected state, the redundant anti-lock module 130 is switched to the effective state, and the main anti-lock module 240 is switched to the ineffective state. In this way, a complete brake circuit with the participation of the redundant brake system 100 is formed, so that the redundant brake pressure module 110 can be used to generate brake pressure and cooperate with the brake fluid module 210 to output the brake pressure to the brake actuator or brake actuator module (for example, including brake discs, brake calipers, brake cylinders, etc.), and the redundant anti-lock module 130 can be used to identify the near-lock state of the wheel and feed back the pressure adjustment instruction to the redundant brake pressure module 110.

[0160] When both the first switch module and the second switch module are switched from the open state to the closed state, the state of the redundant brake pressure module 110 is switched to the dormant state, and the first connecting pipeline is switched to the disconnected state, the second connecting pipeline is switched to the conducting state, the redundant anti-lock module 130 is switched to the invalid state, and the main anti-lock module 240 is switched to the valid state. In this way, the brake circuit in which the redundant brake system 100 participates is disconnected, so that the redundant brake pressure module 110 cannot generate brake pressure, and the redundant anti-lock module 130 cannot identify the near-lock state of the wheel and / or the feedback pressure adjustment instruction.

[0161] It can be understood that when the first switch module and / or the second switch module is changed from an open state to a closed state, the brake circuit in which the redundant brake system 100 participates is disconnected.

[0162] After the redundant brake system 100 performs the braking task and the vehicle 200 is successfully braked, if the redundant brake pressure module 110 is controlled to sleep by the first switch module, the switching module 120 will continue to keep the state of the second connection pipeline in the disconnected state until the state of the switching module 120 is switched by operating the second switch module to release the disconnected state between the main brake pressure module 230 and the brake fluid module 210, so that the main brake pressure module 230 and the brake fluid module 210 are connected again. In this way, the safety of the vehicle and passengers can be further guaranteed, especially in the scenario where the main brake system 220 is an electric control brake system, and the safety can be guaranteed when the electric control brake system or the vehicle main control system is still attacked or remotely controlled after the vehicle is braked.

[0163] For example, Figure 4a As an example, refer to the vehicle and its braking system shown in Figure 5aAs shown, the first switch module is a manual brake start switch, which is connected to the manual brake system assembly (corresponding to the redundant brake pressure module 110). The second switch module is a control valve switch, which is connected to the control valve (corresponding to the switching module 120). Both the manual brake start switch and the control valve switch are manual switches, that is, they are switched in state by manual operation, and are usually protected by an electric / manual shielding cover that can be operated electrically or manually. In the event that the vehicle is attacked by hackers or remotely controlled or fails out of control, when the electric control brake system fails, the shielding cover can be opened manually or electrically to switch the state of the manual brake start switch and the control valve switch.

[0164] In some embodiments, the switching module 120 includes a braking switching module and an anti-lock switching module, and the second switch module is used to control the state switching of the braking switching module and the anti-lock switching module.

[0165] Further, the second switch module may include a switch module for controlling the state switching of the brake switch module, and a switch module for controlling the state switching of the anti-lock switch module.

[0166] For example, reference Figure 5b As shown, the four wheels of the vehicle are provided with brake calipers, brake discs, wheel speed sensors and brake cylinders, each brake cylinder is connected to a brake fluid module respectively. The brake fluid module is connected to a manual brake system assembly and an electronically controlled brake system assembly respectively.

[0167] The manual brake system assembly is connected to the brake switching control valve (corresponding to the brake switching module) and the anti-lock controller in the manual brake system. The manual brake system assembly is also connected to the manual brake start switch (corresponding to the first switch module). Each wheel speed sensor is connected to the anti-lock controller in the manual brake system and the anti-lock controller in the electric control brake system.

[0168] The brake switching control valve is connected to a control valve switch (corresponding to the switch module of the brake switching module in the second switch module), the anti-lock controller in the manual brake system is connected to an anti-lock switch (corresponding to the anti-lock switch module) and a battery (corresponding to the redundant power module), and the anti-lock switch is connected to an anti-lock switch (corresponding to the switch module of the anti-lock switch module in the second switch module). The electric control brake system assembly is connected to the brake switching control valve and the anti-lock controller in the electric control brake system, and the anti-lock controller is connected to the anti-lock switch. The anti-lock switch is used to control the connection and disconnection between the anti-lock controller in the manual brake system and the wheel speed sensor, and the connection and disconnection between the anti-lock controller in the electric control brake system and the wheel speed sensor.

[0169] When the manual brake start switch is turned on, the manual brake system assembly wakes up. At the same time, when the control valve switch is turned on, the manual brake system assembly is connected to the brake fluid module, and the electric control brake system assembly is disconnected from the brake fluid module. When the anti-lock switch is turned on, the anti-lock controller in the manual brake system is connected to the wheel speed sensor, and the anti-lock controller in the electric control brake system is disconnected from the wheel speed sensor. As a result, the complete brake circuit involving the manual brake system can work normally.

[0170] When the manual brake start switch is closed, the manual brake system assembly is dormant. At the same time, when the control valve switch is closed, the manual brake system assembly is disconnected from the brake fluid module, and the electric control brake system assembly is connected to the brake fluid module. When the anti-lock switch is closed, the anti-lock controller in the manual brake system is disconnected from the wheel speed sensor, and the anti-lock controller in the electric control brake system is connected to the wheel speed sensor. As a result, the brake circuit involved in the manual brake system cannot work.

[0171] It can be understood that the redundant power supply module can also be connected to the first switch module or the second switch module so that the first switch module or the second switch module to which it is connected can be used to control the state switching of the redundant power supply module (or, control the switching of the power on and off state between the redundant power supply module and the redundant anti-lock braking module 130).

[0172] Among them, if the second switch module includes a switch module for controlling the state switching of the brake switching module and a switch module for controlling the state switching of the anti-lock switching module, the redundant power supply module can also be connected to any one of the first switch module, the switch module of the brake switching module, and the switch module of the anti-lock switching module.

[0173] Furthermore, the second switch module may include a switch module for controlling the brake switch module, a switch module for controlling the anti-lock switch module, and a switch module for controlling the redundant power supply module. The description of each switch module is similar to the description of the above switch module, and will not be repeated here.

[0174] In some other embodiments, if the main braking system 220 is an electronically controlled braking system, the second switch module includes a power switch module for controlling the state switching of the braking switching module, the state switching of the anti-lock switching module, and the on / off state switching of the main braking system 220 (or the main braking pressure module 230).

[0175] If the second switch is in an open state, the switch module of the brake switching module is in an open state, the switch module of the anti-lock switching module is in an open state, and the power switch module of the main control brake system is in a power-off state (indicating that the main brake system 220 and its power supply are powered off). If the second switch is in a closed state, the switch module of the brake switching module is in a closed state, the switch module of the anti-lock switching module is in a closed state, and the power switch module of the main control brake system is in a power-on state (indicating that the main brake system 220 and its power supply are powered on).

[0176] For example, the above Figure 5b As an example, refer to the vehicle and its braking system shown in Figure 5c As shown, the electric control braking system is also connected to a power switch.

[0177] When the manual brake start switch is turned on, the control valve switch is turned on, the anti-lock switch is turned on, and the power switch is turned off, the complete brake circuit involving the manual brake system can work normally, and the electronic control brake system is powered off and cannot work.

[0178] When the manual brake start switch is closed, the control valve switch is closed, the anti-lock switch is closed, and the power switch is turned on, the brake circuit involving the manual brake system does not work, and the electronic control brake system is responsible for the braking task.

[0179] It can be understood that the on / off state switching of the main brake system can also be controlled by the first switch module.

[0180] Furthermore, in order to prevent the second switch module from being accidentally touched or receiving an erroneous signal, which may cause the state of the switching module to be accidentally switched, it can be arranged that the state switching operation of the second switch module 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.

[0181] It should be noted that the function of the first switch module can be similar to that of the pedal, but the implementation of the first switch module can be different from that of the pedal. The number of the first switch module and the second switch module can be multiple, and the first switch module and the second switch module can be implemented in any form of a pull cord, a trigger, a button, a switch, a pedal, etc.

[0182] In the above implementation, the control functions of the first switch module and the second switch module can effectively prevent the redundant brake system from accidentally starting due to an erroneous touch in the normal working mode of the main brake system.

[0183] The embodiment of the present specification provides a vehicle braking system, which includes a main braking system and a redundant braking system; the redundant braking system includes a redundant brake pressure module, a switching module, and a redundant anti-lock module; the main braking system includes a main brake pressure module and a main anti-lock module.

[0184] If the redundant braking system is changed from a closed state to a started state, the switching module is used to switch the state of the first connecting pipeline between the redundant brake pressure module and the brake fluid module of the vehicle to a conducting state, switch the state of the second connecting pipeline between the main brake pressure module and the brake fluid module to a disconnected state, switch the state of the redundant anti-lock braking module from an invalid state to a valid state, and switch the state of the main anti-lock braking module from a valid state to an invalid state.

[0185] If the redundant braking system changes from an on state to an off state, the switching module is used to switch the state of the first connecting pipeline to a disconnected state, switch the state of the second connecting pipeline to a conducting state, switch the state of the redundant anti-lock braking module from a valid state to an invalid state, and switch the state of the main anti-lock braking module from an invalid state to a valid state.

[0186] When the redundant anti-lock module is in an effective state, it is used to adjust the output pressure of the redundant brake pressure module when it is recognized that the wheel movement state is close to the locking state.

[0187] When the main anti-lock brake module is in an effective state, it is used to adjust the output pressure of the main brake pressure module when it is detected that the brake is approaching a locking state.

[0188] It should be noted that the redundant braking system in this embodiment is the redundant braking system in any of the aforementioned embodiments. For the description of the redundant braking system and the main braking system in this embodiment, please refer to the aforementioned description of the redundant braking system and the main braking system, and the details will not be repeated here.

[0189] An embodiment of the present specification provides a vehicle, wherein a brake execution module is provided on the wheels of the vehicle, the vehicle includes a brake fluid module connected to the brake execution module, and a vehicle brake system connected to the brake fluid module, and the vehicle brake system is the vehicle brake system described in the above embodiment.

[0190] 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.

[0191] 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.

[0192] 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.

[0193] 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.

[0194] 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.

[0195] 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 redundant braking system, characterized in that: The redundant braking system includes a redundant brake pressure module, a switching module, and a redundant anti-lock module connected to the redundant brake pressure module; A first connecting pipeline is provided between the redundant brake pressure module and the brake fluid module of the vehicle; wherein a second connecting pipeline is provided between the brake fluid module and the main brake pressure module of the vehicle; the main brake pressure module is located in the main brake system of the vehicle; the main brake system includes a main anti-lock module connected to the main brake pressure module; When the redundant braking system is turned off, the first connecting pipeline is in a disconnected state, the second connecting pipeline is in a connected state, the redundant anti-lock braking module is in an invalid state, and the main anti-lock braking module is in a valid state; If the redundant braking system is activated, the switching module is used to switch the state of the first connecting pipeline to the conducting state, switch the state of the second connecting pipeline to the disconnected state, switch the state of the redundant anti-lock braking module from the invalid state to the valid state, and switch the state of the main anti-lock braking module from the valid state to the invalid state; wherein the valid state is used to indicate a state in which the wheel motion state can be identified and fed back; If the redundant anti-lock braking module is in an effective state, the redundant anti-lock braking module is used to adjust the output pressure of the redundant brake pressure module when it is identified that the wheel movement state is close to a locking state.

2. The system according to claim 1, characterized in that The main braking system is an electronically controlled braking system; the redundant braking system is a manual braking system.

3. The system according to claim 1, characterized in that The redundant brake pressure module and the main brake pressure module are respectively connected to the brake fluid module through the same pressure transmission module; When the redundant brake system is turned off, the passage between the redundant brake pressure module and the pressure transmission module is in a disconnected state, so that the first connecting pipeline is in a disconnected state, and the passage between the main brake pressure module and the pressure transmission module is in a connected state, so that the second connecting pipeline is in a connected state; When the redundant braking system is started, the switching module is used to connect the passage between the redundant brake pressure module and the pressure transmission module so that the state of the first connecting line is switched to the connected state, and to disconnect the passage between the main brake pressure module and the pressure transmission module so that the state of the second connecting line is switched to the disconnected state.

4. The system according to claim 1, characterized in that A first link is provided between the redundant anti-lock braking module and the wheel motion sensing module of the vehicle, and a second link is provided between the primary anti-lock braking module and the wheel motion sensing module; wherein, when the redundant braking system is turned off, the first link is in a disconnected state, and the second link is in a conducting state; The switching module is used to switch the state of the first link to the on state when the redundant braking system is started, so that the state of the redundant anti-lock braking module is switched from an invalid state to a valid state, and to switch the state of the second link to the off state, so that the state of the main anti-lock braking module is switched from a valid state to an invalid state.

5. The system according to claim 1, characterized in that The switching module includes a braking switching module and an anti-lock switching module; The brake switching module is used to switch the state of the first connecting pipeline and the state of the second connecting pipeline; The anti-lock braking switching module is used to switch the state of the redundant anti-lock braking module and the state of the main anti-lock braking module.

6. The system according to claim 1, characterized in that The redundant braking system further comprises a redundant power supply module connected to the redundant anti-lock braking module; wherein, when the redundant braking system is turned off, the redundant power supply module is in a turned-off state; The switching module is used to switch the state of the redundant power supply module from a closed state to an open state when the redundant braking system is started, so that the redundant power supply module supplies power to the redundant anti-lock braking module.

7. The system according to claim 1, characterized in that The redundant brake system is connected to a redundant brake switch module; If the redundant brake switch module is in a closed state, the redundant brake system is closed; If the redundant brake switch module is in an open state, the redundant brake system is activated.

8. The system according to claim 7, characterized in that The redundant brake switch module includes a first switch module and a second switch module; the closed state of the redundant brake switch module includes the closed state of the first switch module and the second switch module; the open state of the redundant brake switch module includes the open state of the first switch module and the second switch module; If both the first switch module and the second switch module are changed from a closed state to an open state, the first switch module is used to switch the state of the redundant brake pressure module to an awake state, and the second switch module is used to control the switching module to switch the state of the first connecting pipeline to an on state, switch the state of the second connecting pipeline to an off state, switch the state of the redundant anti-lock module to an effective state, and switch the state of the main anti-lock module to an invalid state; If both the first switch module and the second switch module are changed from an open state to a closed state, the first switch module is used to switch the state of the redundant brake pressure module to a dormant state, and the second switch module is used to control the switching module to switch the state of the first connecting pipeline to a disconnected state, switch the state of the second connecting pipeline to a conducting state, switch the state of the redundant anti-lock braking module to an invalid state, and switch the state of the main anti-lock braking module to a valid state.

9. A vehicle braking system, characterized in that: The vehicle braking system includes a main braking system and a redundant braking system; the redundant braking system includes a redundant braking pressure module, a switching module, and a redundant anti-lock module; the main braking system includes a main braking pressure module and a main anti-lock module; If the redundant brake system is switched from a closed state to a started state, the switching module is used to switch the state of the first connecting pipeline between the redundant brake pressure module and the brake fluid module of the vehicle to a conducting state, switch the state of the second connecting pipeline between the main brake pressure module and the brake fluid module to a disconnected state, switch the state of the redundant anti-lock module from an invalid state to a valid state, and switch the state of the main anti-lock module from a valid state to an invalid state; If the redundant braking system changes from the start state to the shutdown state, the switching module is used to switch the state of the first connecting pipeline to the disconnected state, switch the state of the second connecting pipeline to the on state, switch the state of the redundant anti-lock braking module from the effective state to the ineffective state, and switch the state of the main anti-lock braking module from the ineffective state to the effective state; When the redundant anti-lock module is in an effective state, it is used to adjust the output pressure of the redundant brake pressure module when recognizing that the wheel movement state is close to the locking state; When the primary anti-lock braking module is in an effective state, it is used to adjust the output pressure of the primary brake pressure module when the near-lock state is identified.

10. A vehicle, wherein a brake execution module is provided on the wheels of the vehicle, characterized in that: The vehicle comprises a brake fluid module connected to the brake execution module, and a vehicle brake system connected to the brake fluid module, and the vehicle brake system is the vehicle brake system described in claim 9.

Images