Redundant brake system, vehicle brake system, and vehicle

Abstract

This invention discloses a redundant braking system, a vehicle braking system, and a vehicle. The redundant braking system includes a redundant braking pressure module, a switching module, and a redundant anti-lock braking module connected to the redundant braking pressure module. When the redundant braking system is activated, the switching module switches the state of the first connection line between the redundant braking pressure module and the vehicle's brake fluid module to a conductive state, switches the state of the second connection line between the brake fluid module and the vehicle's main braking pressure module to a disconnected state, switches the state of the redundant anti-lock braking module from an inactive state to an active state, and switches the state of the main anti-lock braking module from an active state to an inactive state. This allows for the deployment of a redundant braking system on top of the vehicle's existing main braking system, effectively improving the safety and reliability of the vehicle's braking system.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking technology, and more particularly to a redundant braking system, a vehicle braking system, and a vehicle. Background Technology

[0002] With the promotion and popularization of vehicles, and the development of automotive technology, people are paying 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 related technologies, vehicles are typically equipped with a main braking system to achieve braking. However, in emergency situations, the safety of vehicle braking needs to be improved. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in related technologies. To this end, this invention proposes a redundant braking system, a vehicle braking system, and a vehicle. By arranging a redundant braking system on the basis of the vehicle's original main braking system, a seamless switch to the backup braking mode is made when the main braking system fails. This allows the redundant braking system to take over the vehicle's braking and anti-lock braking tasks, thereby significantly improving the safety and reliability of the vehicle braking system.

[0005] To achieve the above objectives, a first aspect of the present invention provides a redundant braking system, comprising a redundant braking pressure module, a switching module, and a redundant anti-lock braking module connected to the redundant braking pressure module; a first connecting line is provided between the redundant braking pressure module and the vehicle's brake fluid module; wherein a second connecting line is provided between the brake fluid module and the vehicle's main braking pressure module; the main braking pressure module is located in the vehicle's main braking system; the main braking system includes a main anti-lock braking module connected to the main braking pressure module; when the redundant braking system is closed, the first connecting line is disconnected, the second connecting line is connected, and the... The redundant anti-lock braking module is in an inactive state, while the primary anti-lock braking module is in an active state. If the redundant braking system is activated, the switching module is used to switch the state of the first connecting pipe to a conducting state, the state of the second connecting pipe to a disconnected state, the state of the redundant anti-lock braking module from an inactive state to an active state, and the state of the primary anti-lock braking module from an active state to an inactive state. The active state indicates a state capable of recognizing and providing feedback on wheel motion. If the redundant anti-lock braking module is in an active state, it is used to adjust the output pressure of the redundant braking pressure module when it detects that the wheel motion is approaching a lock-up state.

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

[0007] According to one embodiment of the present invention, the redundant braking pressure module and the main braking pressure module are respectively connected to the brake fluid module through the same pressure transmission module; when the redundant braking system is off, the passage between the redundant braking pressure module and the pressure transmission module is disconnected, so that the first connecting pipeline is disconnected, and the passage between the main braking pressure module and the pressure transmission module is connected, so that the second connecting pipeline is connected; when the redundant braking system is on, the switching module is used to connect the passage between the redundant braking pressure module and the pressure transmission module, so that the state of the first connecting pipeline is switched to the connected state, and to disconnect the passage between the main braking 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, the redundant anti-lock braking module has a first link with the wheel motion sensing module of the vehicle, and the primary anti-lock braking module has a second link with the wheel motion sensing module; wherein, when the redundant braking system is off, the first link is in a disconnected state, and the second link is in a connected state; the switching module is used to switch the state of the first link to a connected state when the redundant braking system is activated, so that the state of the redundant anti-lock braking module changes from an inactive state to an active state, and to switch the state of the second link to a disconnected state, so that the state of the primary anti-lock braking module changes from an active state to an inactive state.

[0009] According to one embodiment of the present invention, the switching module includes a braking switching module and an anti-lock braking system (ABS) 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 ABS switching module is used to switch the state of the redundant ABS module and the state of the primary ABS module.

[0010] According to one embodiment of the present invention, the redundant braking system further 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 a turned-off state; the switching module is used to switch the state of the redundant power supply module from a turned-off state to an turned-on state when the redundant braking system is turned on, 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 activated.

[0012] According to one embodiment of the present invention, the redundant braking switch module includes a first switch module and a second switch module; the closed state of the redundant braking switch module includes the closed state of both the first switch module and the second switch module; the open state of the redundant braking switch module includes the open state of both the first switch module and the second switch module; if both the first switch module and the second switch module change from the closed state to the open state, the first switch module is used to switch the state of the redundant braking pressure module to the wake-up 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 braking module to the active state, and the state of the primary anti-lock braking module to the inactive state; if both the first switch module and the second switch module change from the open state to the closed state, the first switch module is used to switch the state of the redundant braking pressure module to the sleep 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 braking module to the inactive state, and the state of the primary anti-lock braking module to the active state.

[0013] To achieve the above objectives, a second aspect of the present invention provides a vehicle braking system, comprising 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 braking system (ABS). The main braking system includes a main braking pressure module and a main ABS. If the redundant braking system switches from a closed state to an active state, the switching module is used to switch the state of the first connecting line between the redundant braking pressure module and the vehicle's brake fluid module to a conductive state, switch the state of the second connecting line between the main braking pressure module and the brake fluid module to a disconnected state, switch the state of the redundant ABS from an inactive state to an active state, and switch the state of the main ABS from an inactive state to an active state. The locking module switches from an active state to an inactive state; if the redundant braking system switches from an active state to an inactive state, the switching module switches the state of the first connecting pipe to an open state, the state of the second connecting pipe to an active state, switches the state of the redundant anti-lock braking module from an active state to an inactive state, and switches the state of the main anti-lock braking module from an inactive state to an active state; when the redundant anti-lock braking module is in an active state, it is used to adjust the output pressure of the redundant braking pressure module when it detects that the wheel movement state is close to locking; when the main anti-lock braking module is in an active state, it is used to adjust the output pressure of the main braking pressure module when it detects that the wheel is close to locking.

[0014] To achieve the above objectives, a third aspect of the present invention provides a vehicle in which a brake actuation module is provided on the wheels, the vehicle includes a brake fluid module connected to the brake actuation module, and a vehicle braking system connected to the brake fluid module, wherein the vehicle braking system is the vehicle braking system described in the foregoing embodiments.

[0015] According to multiple embodiments of the present invention, a redundant braking system is introduced to take over the braking task when the main braking system fails or malfunctions. The brake pressure module of the redundant braking system is located between the main brake pressure module and the brake fluid module, allowing the redundant braking system to share the vehicle's brake fluid module and brake actuation module with the main braking system, achieving a compatible braking system, avoiding complex manufacturing processes, and reducing manufacturing costs. By introducing a switching module, the vehicle can seamlessly switch to standby mode when the main braking system fails, reducing safety risks caused by main braking system failures or anomalies. Simultaneously, by introducing a redundant anti-lock braking module, the redundant braking system can achieve effective anti-lock braking function without relying on the vehicle's original main anti-lock braking module, thereby avoiding the failure of the vehicle's original anti-lock braking function, further ensuring that the vehicle still maintains reliable braking capability, and improving the safety, reliability, and smoothness of vehicle braking in emergency situations.

[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of a redundant braking system provided according to one embodiment of this specification.

[0018] Figure 2 This is a schematic diagram of a redundant braking system provided according to another embodiment of this specification.

[0019] Figure 3 This is a schematic diagram of a redundant braking system provided according to yet another embodiment of this specification.

[0020] Figure 4a This is a schematic diagram of a vehicle and its braking system provided according to one embodiment of this specification.

[0021] Figure 4b This is a braking flowchart of a vehicle braking system provided according to one embodiment of this specification.

[0022] Figure 5a This is a schematic diagram of the structure of a vehicle and its braking system according to another embodiment of this specification.

[0023] Figure 5b This is a structural schematic diagram of a vehicle and its braking system provided according to yet another embodiment of this specification.

[0024] Figure 5c This is a structural schematic diagram of a vehicle and its braking system provided according to another embodiment of this specification.

[0025] In the diagram: 100: Redundant braking system; 110: Redundant brake pressure module; 120: Switching module; 130: Redundant anti-lock braking module; 200: Vehicle; 210: Brake fluid module; 220: Main braking system; 230: Main brake pressure module; 240: Main anti-lock braking module; 310: Pressure transmission module; 320: Wheel motion sensing module; 1: Brake caliper; 2: Brake disc; 3: Wheel speed sensor; 4: Brake caliper; 5: Brake line; 6: Sensor circuit; 7: Brake fluid module; 8: Manual braking system assembly; 9: Manual brake switch; 10: Electronic braking system assembly; 11: Anti-lock braking controller in the manual braking system; 12: Battery; 13: Control valve; 14: Anti-lock braking controller in the electronic braking system. Detailed Implementation

[0026] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended 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 the braking function integrated into Electronic Brake System (EBS) and Electronic Stability Controller (ESC) systems) have gradually become the new favorite in automotive braking technology due to their advantages of rapid response, precise control, and ease of integration into vehicle active safety systems. However, the complexity of electronic systems means that any software defects, hardware failures, or electromagnetic interference can lead to braking system failure. For example, under extreme environmental conditions (such as high temperature, high humidity, and strong electromagnetic fields), the electronic components in electrified braking systems (also known as electronically controlled braking systems) are easily affected.

[0028] Meanwhile, electronic braking systems are vulnerable to hacking. These systems typically contain multiple electronic components and complex control algorithms; the interactions and communication between these elements make them susceptible to cyberattacks. With the increasing intelligence and connectivity of vehicles, the integration of electronic braking systems with other in-vehicle systems is constantly improving, further increasing the risk of attack. Therefore, if this system is hacked and maliciously controlled, it could lead to serious traffic accidents and personal injury.

[0029] The reliance of electronic braking systems on electrical power supply also poses another safety hazard. Once the battery is depleted or the electrical system malfunctions, the braking system may completely lose its function, posing a significant threat to the driver and passengers. Furthermore, the anti-lock braking system (ABS) controller in the vehicle's electronic braking system is also prone to malfunctions due to faults, cyberattacks, or electrical system failures, leading to the failure of the ABS. Even if braking can be achieved through the electronic braking system, there is still a risk of rollovers and other accidents due to ABS failure in an emergency. Therefore, when a vehicle is equipped with only one electronic braking system that heavily relies on electronic components, its potential safety hazards cannot be ignored.

[0030] On the other hand, if a vehicle chooses to use only a single, highly integrated mechanical braking system, while reducing the risk of electronic malfunctions to some extent, it still faces the problem of performance degradation or even failure due to wear, aging, and corrosion of mechanical components. Furthermore, the response speed and adjustment precision of a mechanical braking system may be insufficient compared to an electronically controlled braking system, especially under emergency braking or complex road conditions, making it difficult to achieve optimal braking performance.

[0031] In related technologies, once the main electric braking system or main mechanical braking system of a vehicle fails, the only option is to rely on the vehicle's parking brake device (e.g., handbrake) to attempt to slow down or stop. However, this method is often ineffective and complicated to operate, especially when driving at high speeds or in situations requiring emergency braking, and may not be able to provide sufficient braking force in a timely and effective manner.

[0032] To address the safety concerns arising from vehicle braking systems relying on a single electronic or mechanical braking system for braking function, it is necessary to propose a redundant braking system, vehicle braking system, and vehicle. By introducing a redundant braking system that shares a single braking system with the vehicle's original main braking system, a seamless switch to backup braking mode can be achieved when the main braking system fails, thereby significantly reducing the safety risks caused by braking system malfunctions.

[0033] The redundant braking system described in this manual is an additional system built upon the vehicle's existing main braking system. This redundant braking system includes a redundant brake pressure module, a redundant anti-lock braking system (ABS) module, and a switching module. The switching module facilitates switching between the main braking system and the redundant braking system. Specifically, when the main braking system is functioning normally, the redundant braking system is deactivated. The switching module maintains continuity between the main brake pressure module and the vehicle's brake fluid module, disconnects the redundant brake pressure module from the brake fluid module, and disables the redundant ABS module. This keeps the main ABS module active, allowing the main braking system to handle both braking and anti-lock braking.

[0034] In the event of an anomaly in the main braking system—for example, a malfunction or performance degradation below a preset safety threshold, or potential remote malfunction—the redundant braking system can be activated via a switching module to implement an emergency response mechanism. Specifically, the switching module can disconnect the connection between the main brake pressure module and the brake fluid module, connect the redundant brake pressure module and the brake fluid module, and switch the redundant anti-lock braking system (ABS) to an active state while deactivating the main ABS, allowing the redundant braking system to take over the braking and anti-lock braking functions from the main braking system.

[0035] Therefore, a redundant braking system is introduced to take over braking tasks when the main braking system fails or malfunctions. The redundant braking system's brake pressure module is located between the main brake pressure module and the brake fluid module, allowing it to share the vehicle's brake fluid module and brake actuator module. This creates a compatible braking system, avoiding complex manufacturing processes and reducing manufacturing costs. Furthermore, the redundant braking system is not activated by default to maintain system simplicity and energy efficiency. A switching module allows the vehicle to seamlessly switch to standby mode when the main braking system fails, reducing safety risks caused by main braking system malfunctions or anomalies. Simultaneously, the introduction of a redundant anti-lock braking module allows the redundant braking system to achieve effective anti-lock braking without relying on the vehicle's original main anti-lock module. This prevents the vehicle's anti-lock function from failing due to main anti-lock module malfunctions or abnormalities caused by the main braking system, further ensuring reliable braking capability and improving the safety, reliability, and smoothness of vehicle braking in emergency situations.

[0036] In some implementations, the vehicle's primary braking system is an electronically controlled braking system, while the redundant braking system is a manual braking system. Therefore, in abnormal operating modes of the electronically controlled braking system, manual intervention in the vehicle's braking system is possible. This is achieved by manually disconnecting the connection between the brake pressure module and the brake fluid module in the electronically controlled braking system, and by switching the vehicle's anti-lock braking system (ABS) from the primary ABS to the redundant ABS, thus making the vehicle's braking system the master controller and allowing for human intervention in potential emergency situations. This is particularly useful in situations involving hacker attacks on new energy vehicles or autonomous vehicles. When the vehicle is remotely controlled and emergency braking is required, the backup manual braking system can minimize vehicle damage and address the problem of being unable to manually intervene in braking after remote control. This enhances passenger control and trust in the vehicle, promotes the development and adoption of advanced intelligent driving vehicles, and has significant social application value.

[0037] In other embodiments, the redundant brake pressure module and the main brake pressure module are connected to the brake fluid module via the same pressure transmission module. In the event of a malfunction in the main braking system, the switching module can disconnect the main brake pressure module from the pressure transmission module, thereby breaking the connection between the main brake pressure module and the brake fluid module, and then reconnect the redundant brake pressure module to the pressure transmission module, thus ensuring continuity between the redundant brake pressure module and the brake fluid module. This further reduces manufacturing complexity, improves the overall compactness of the vehicle braking system, and reduces vehicle space requirements to some 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 power supply module supplies power to the redundant anti-lock braking module. This allows the redundant anti-lock braking module to monitor and provide feedback on wheel movement independently of the vehicle's original main anti-lock braking module. This avoids the impact of faults or abnormalities in 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 smoothness of vehicle braking in emergency situations.

[0039] The redundant braking system provided in this manual can be controlled to activate or deactivate by setting up a redundant braking switch module. This redundant braking switch module can be implemented in any form, such as a pull cord, trigger, button, switch, or foot pedal, and can be flexibly placed anywhere on the vehicle. Therefore, compared to fixed-position foot brakes or handbrakes, the optimized implementation of the redundant braking switch module makes the activation of the redundant braking system simpler and more convenient, enabling more stable and reliable vehicle braking in emergency situations.

[0040] This specification provides a redundant braking system, see reference. Figure 1 As shown, the redundant braking system 100 includes a redundant braking pressure module 110, a switching module 120, and a redundant anti-lock braking module 130 connected to the redundant braking pressure module 110.

[0041] The redundant brake pressure module 110 has a first connecting line with the brake fluid module 210 of the vehicle 200; wherein the brake fluid module 210 has a second connecting line with the main brake pressure module 230 of the vehicle 200; the main brake pressure module 230 is located in the main braking system 220 of the vehicle 200; the main braking 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 off, the first connecting pipe is disconnected, the second connecting pipe is connected, the redundant anti-lock braking module 130 is inactive, and the main anti-lock braking module 240 is active.

[0043] If the redundant braking system 100 is activated, the switching module 120 is used to switch the state of the first connecting pipe to the conducting state, the state of the second connecting pipe to the disconnected state, the state of the redundant anti-lock braking module 130 from the invalid state to the active state, and the state of the main anti-lock braking module 240 from the active state to the invalid state; wherein, the active state is used to describe the state that can identify and provide feedback on the wheel motion state.

[0044] If the redundant anti-lock braking module 130 is in an active state, the redundant anti-lock braking module 130 is used to adjust the output pressure of the redundant braking pressure module 110 when it detects that the wheel movement state is close to locking.

[0045] Both the redundant brake pressure module 110 and the main brake pressure module 230 are brake pressure sources used to provide brake pressure to the brake fluid module 210. When the main brake system 220 is active, the main brake system 220 and the brake fluid module 210 cooperate to output brake pressure to the brake actuators of the vehicle wheels; when the redundant brake system 100 is active, the redundant brake system 100 and the brake fluid module 210 cooperate to output brake pressure to the brake actuators on the vehicle wheels.

[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 the main braking system 220 is not abnormal. It can be activated or triggered when the main braking unit is abnormal.

[0047] The redundant brake pressure module 110 and the main brake pressure module 230 may each include a brake force generation module, a brake force transmission module, a brake force adjustment module, and a brake assist module. The brake force generation module may be a brake pump, etc.; the brake force transmission module may be a master cylinder, etc.; the brake force adjustment module may be a brake pressure regulator, etc.; and 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 and second connecting pipes are used for the transmission of brake fluid, brake pressure, etc.

[0049] The brake fluid module 210 is responsible for brake fluid-related functions and controls, such as storing, managing, and distributing brake fluid, to ensure the normal operation of the braking system. When the first connecting line is open, the redundant braking system 100 (or redundant brake pressure module 110) and the brake fluid module 210 form a closed hydraulic circuit to provide braking pressure to the wheel brake actuators. When the second connecting line is open, the main braking system 220 (or main brake pressure module 230) and the brake fluid module 210 form a closed hydraulic circuit to provide braking pressure to the wheel brake actuators. The brake fluid module 210 may include components such as a brake fluid storage tank (also called a reservoir or reservoir), brake fluid lines, and pressure sensors.

[0050] The redundant anti-lock braking module 130 and the primary anti-lock braking module 240 are components used to identify and provide feedback on the motion state of the vehicle wheels. If the redundant anti-lock braking module 130 or the primary anti-lock braking module 240 is in an inactive state, the corresponding anti-lock braking module cannot properly identify or provide feedback on the wheel motion state; if the redundant anti-lock braking module 130 or the primary anti-lock braking module 240 is in an active state, the corresponding anti-lock braking module can properly identify and provide feedback on the wheel motion state.

[0051] Feedback on wheel motion status indicates that the anti-lock braking module determines the vehicle braking pressure adjustment scheme based on the wheel motion status and sends commands or signals to the corresponding connected braking pressure module to adjust the output pressure.

[0052] Wheel motion state refers to the dynamic characteristics exhibited by the wheels during vehicle operation, including wheel speed, acceleration, steering angle, and other characteristics. Near-lock state indicates a condition where the wheel speed is below a certain threshold, which can be determined based on the specific application scenario.

[0053] In some situations, adding a redundant backup braking system to the existing main braking system, or a redundant braking system that shares wheel brake components (brake actuators or brake actuator modules) with the existing main braking system, increases the manufacturing complexity of the braking system. This is especially true for vehicles supporting advanced autonomous driving, as it increases cost and space requirements. Therefore, to reduce manufacturing complexity and cost while minimizing space requirements, it is necessary to design a redundant braking system that shares components including the brake fluid module and wheel brake components (brake actuators) with the existing main braking system.

[0054] Specifically, when the redundant braking system 100 is off, that is, when the main braking system 220 of the vehicle 200 is functioning normally, the main braking system 220 can achieve the expected braking effect, and the braking and anti-lock braking tasks of the vehicle 200 are undertaken by the main braking system 220. The switching module 120 can maintain the second connection line between the brake fluid module 210 and the main brake pressure module 230 to ensure that a complete hydraulic circuit is formed between the main brake pressure module 230 and the brake fluid module 210 to provide stable braking pressure, and maintain the main anti-lock braking module 240 in an effective state so that the main anti-lock braking module 240 can identify and provide feedback on the wheel movement state, and adjust the output pressure of the main brake pressure module 230 when it detects a near-lock state to provide anti-lock function for the vehicle 200. At the same time, the switching module 120 keeps the first connection line between the redundant brake pressure module 110 and the brake fluid module 210 disconnected, and keeps the redundant anti-lock braking module 130 in an ineffective state, thereby avoiding unnecessary energy consumption and potential interference.

[0055] When the redundant braking system 100 is activated, it indicates that the main braking system 220 has malfunctioned (this may include a malfunction in the main brake pressure module 230 and / or the main anti-lock braking module 240). The redundant braking system 100 then takes over the braking and anti-lock braking tasks of the vehicle 200 from the main braking system 220. The switching module 120 responds by disconnecting the second connection line, preventing the main brake pressure module 230 from pumping brake fluid into the brake actuators, and switching the main anti-lock braking module 240 to an inactive state, preventing it from recognizing wheel motion states and / or instructing the main brake pressure module 230 to adjust its output pressure based on the recognized wheel motion states. Simultaneously, the switching module 120 connects the first connecting line so that the redundant brake pressure module 110 and brake fluid module 210 output brake pressure to the brake actuator, and switches the state of the redundant anti-lock braking module 130 to the active state so that the redundant anti-lock braking module 130 and the redundant brake pressure module 110 cooperate to provide anti-lock braking 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 activated to being deactivated, the switching module 120 can 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 active to being inactive, and switch the state of the main anti-lock braking module 240 from being inactive to being active.

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

[0058] For example, when the redundant braking system is off, the switching module can disconnect the connection between the redundant anti-lock braking controller and its corresponding wheel speed sensor, so that the redundant anti-lock braking controller cannot receive signals from the wheel speed sensor and cannot identify wheel lock-up, while maintaining the connection between the primary anti-lock braking controller and its corresponding wheel speed sensor, thereby rendering the redundant anti-lock braking module in an inactive state and the primary anti-lock braking module in an active state.

[0059] When the redundant braking system is activated, the switching module can switch the connection between the redundant anti-lock braking controller and its corresponding wheel speed sensors to be connected, enabling the redundant anti-lock braking controller to receive signals from the wheel speed sensors to identify wheel lock-up and to feed back pressure adjustment commands or signals to the redundant braking pressure module. Conversely, it can switch the connection between the main anti-lock braking controller and its corresponding wheel speed sensors to be disconnected, preventing the main anti-lock braking controller from receiving sensor signals and thus from identifying wheel lock-up. This enables the redundant anti-lock braking module to be in an active state and the main anti-lock braking module to be in an inactive state.

[0060] For example, when the redundant braking system is activated, the switching module can also connect the redundant anti-lock braking controller (ABS) and the redundant brake pressure module, enabling the ABS to receive signals from the wheel speed sensors to identify wheel lock-up and feed back pressure adjustment commands to the redundant brake pressure module. Conversely, it can disconnect the main ABS from the main brake pressure module, preventing the main ABS from feeding back pressure adjustment commands to the main brake pressure module even if it can identify wheel lock-up. This switches the state of the redundant ABS to active and the state of the main ABS to inactive. The description of the situation when the redundant braking system is deactivated is similar to the description of the situation when the redundant braking system is activated, and will not be repeated here.

[0061] For example, when the redundant braking system is activated, the switching module can also disable the primary anti-lock braking system (ABS), preventing it from receiving signals from the wheel speed sensors connected to it and from sending pressure adjustment commands or signals back to the primary brake pressure module. Simultaneously, it can activate or wake up the redundant ABS, enabling it to receive signals from the wheel speed sensors connected to it and send pressure adjustment commands or signals back to the redundant brake pressure module. This switches the redundant ABS to an active state and the primary ABS to an inactive state. The description of the situation when the redundant braking system is disabled is similar to the description of the situation when the redundant braking system is activated, and will not be repeated here.

[0062] It should be noted that the redundant anti-lock braking system (ABS) and the primary ABS can be connected to the same wheel speed sensor or to different wheel speed sensors.

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

[0064] The description of switching the state of the redundant anti-lock braking module 130 and the primary anti-lock braking module 240 through the switching module 120 is similar to that in the above embodiments, and will not be repeated here.

[0065] It should be noted that the switching module 120 can 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 can be activated, thereby enabling the switching module 120 to switch the state of the first connecting pipeline, the second connecting pipeline, the redundant anti-lock braking module 130, and the main anti-lock braking module 240.

[0066] The redundant brake pressure module 110 and the main brake pressure module 230 can be connected to the brake fluid module 210 in parallel, or they can be connected to the brake fluid module 210 by sharing some structural parts. This specification does not make any specific limitations.

[0067] When the main braking system 220 malfunctions, 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 braking module 130, and the main anti-lock braking module 240.

[0068] Both the main braking system 220 and the redundant braking system 100 can be either electronically controlled braking systems or mechanical braking systems (or manual braking systems). Alternatively, the main braking system 220 can be an electronically controlled braking system, and the redundant braking system 100 can be a mechanical braking system. Or, the main braking system 220 can be a mechanical braking system, and the redundant braking system 100 can be an electronically controlled braking system.

[0069] Understandably, when the main braking system 220 malfunctions, a warning signal can be issued via a malfunction indicator light, instrument panel display, or other means. The redundant braking system 100 can be activated when a malfunction is detected in the main braking system 220, or it can be activated manually when a malfunction occurs in the main braking system 220.

[0070] In the above embodiments, by introducing a redundant braking system including a switching module, the vehicle braking system can seamlessly switch to a backup mode when the main braking system fails, ensuring that the vehicle still maintains reliable braking capability, reducing safety risks caused by main braking system failures or abnormalities, and improving the safety and reliability of vehicle braking in emergency situations. By adding a redundant braking pressure module between the main braking pressure module and the brake fluid module of the vehicle's original main braking system, the redundant braking system shares the vehicle's brake fluid module and wheel brake structure with the main braking system, avoiding complex manufacturing processes and reducing manufacturing costs. Furthermore, the redundant braking system is not activated by default to maintain system simplicity and energy efficiency.

[0071] Furthermore, considering that a malfunction in the main braking system could lead to the failure of the main anti-lock braking module (ABS), even switching to the backup braking method could still result in increased braking distance due to wheel lock-up, or rollover due to excessive speed and wheel lock-up. Therefore, a redundant braking system is designed, incorporating a switching module and a redundant ABS module. The switching module controls the switching of the connection lines between the main braking pressure module and the redundant braking pressure module and the brake fluid module, as well as the switching of the states of the ABS module in the main braking system and the redundant ABS module in the redundant braking system. This completely isolates the main braking system and the redundant braking system, ensuring that their respective braking pressure outputs and ABS control functions do not interfere with each other. Compared to related technologies, this design better guarantees the reliability of the redundant braking system.

[0072] On the other hand, especially in emergencies when the vehicle's main braking system fails, the switching module can disconnect the main braking system from the vehicle's control, allowing the redundant braking system to take over braking and anti-lock braking tasks, effectively preventing passenger loss and protecting passenger life and property. This redundant braking system, while protecting vehicle safety, effectively reduces resource waste and minimizes property damage to the owner and damage to surrounding pedestrians, public facilities, vehicles, and buildings, preventing such losses at the source. Furthermore, compared to a vehicle failing to brake or resulting in extensive damage, a functioning braking system can significantly reduce the extent of damage, thereby lowering maintenance costs. To a certain extent, this redundant design can also improve vehicle safety and reliability while enhancing user brand recognition, thus increasing brand awareness and market share.

[0073] In some implementations, the main braking system 220 is an electronically controlled braking system; the redundant braking system 100 is a manual braking system.

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

[0075] A manual braking system is a system that uses mechanical principles to achieve braking function. It does not rely on electricity or electronic signals and is triggered manually to activate the braking components and control the vehicle's braking. For example, braking can be triggered by pressing a pedal, pulling a rope, or using a manual button. It should be noted that a manual braking system also has a service braking function.

[0076] In some cases, as the development of electrified and intelligent autonomous vehicles accelerates, their adoption in society increases. However, the risks of these vehicles being hacked and remotely controlled are also rising. Even with increasing emphasis on automotive functional safety, cybersecurity, and information security, the reliability of electrified braking units in these vehicles cannot be guaranteed. Considering that the simplest mechanical braking method is the most stable and reliable, even if autonomous driving reaches Level 5, it is necessary to design and retain a system that allows for manual or foot-operated braking in emergency situations to address scenarios requiring emergency braking.

[0077] Specifically, when the electronic braking system is functioning normally, the manual braking system is deactivated. The switching module 120 maintains the second connection between the brake pressure module and the brake fluid module 210 in the electronic braking system as conductive, and keeps the anti-lock braking module in the electronic braking system active, thus providing braking pressure and anti-lock braking functionality through an electrified and intelligent braking method. Simultaneously, it maintains the first connection between the brake pressure module and the brake fluid module 210 in the manual braking system as disconnected, and keeps the anti-lock braking module in the manual braking system inactive.

[0078] In the event of an abnormality in the electronically controlled braking system, the manual braking system can be activated, and the switching module 120 responds by switching the state of the second connecting pipe to the disconnected state to cut off the connection between the electronically controlled braking system and the brake fluid module 210, and switching the state of the anti-lock braking module in the electronically controlled braking system to the disabled state to prevent the vehicle's anti-lock braking function from failing due to the potential failure of the anti-lock braking module. Simultaneously, the state of the first connecting pipe is switched to the conductive state, allowing the manual braking system to receive brake fluid from the brake fluid module 210 and provide braking pressure through mechanical braking for effective braking. The anti-lock braking module in the manual braking system is then switched to the active state to ensure the normal operation of the vehicle's anti-lock braking function.

[0079] In the above embodiments, considering that mechanical braking is more stable and has a lower failure probability than electric braking in new energy vehicles or vehicles with electrified control systems, a purely mechanical manual braking system is used as a redundancy design for the vehicle's electric braking system in electrified and intelligent vehicles. A switching module ensures the independence and reliability of the manual braking system. Even if the electric braking system fails due to power failure, electronic failure, network intrusion, or other reasons (including anti-lock braking system failure), the backup manual braking system can continue to operate, ensuring the vehicle or equipment can stop safely. Purely mechanical braking systems are simpler in structure than electrified braking systems, and manual braking systems typically have the advantages of convenient maintenance, simple repair, and low maintenance costs, making them an important safety guarantee in the braking system.

[0080] Currently, the braking systems of mainstream new energy vehicles are primarily electrified. These systems consist mainly of motors, buses, and control systems. In the event of an electrical-related incident (e.g., hacking, vehicle malfunction, brake system failure, or compromised anti-lock braking systems and chassis systems), the vehicle may become unable to brake, significantly reducing its safety and reliability. Adding a manual braking system to the mainstream electrified braking system can effectively improve the safety and reliability of new energy vehicles or vehicles with electrified braking systems, and to some extent, enhance the safety of autonomous vehicles.

[0081] In the event of an attack or remote control of a vehicle, if the vehicle's electrified braking system fails in an emergency, the manual braking system can disconnect the electrified braking system from the vehicle and take over the braking and anti-lock braking (ABS) functions. Through the brake pressure and switching modules of the manual braking system, manual intervention can be performed to prevent further damage, protect the lives and property of passengers and others, minimize the extent of vehicle damage, and effectively avoid environmental pollution and resource waste caused by vehicle damage, as well as minimize the loss of data or evidence. Simultaneously, the manual braking system's ABS module replaces the original ABS module, providing redundancy for the vehicle's ABS function and further ensuring vehicle safety and braking stability.

[0082] Especially for vehicles with higher levels of autonomous driving, the following effects can be achieved through a manual braking system including a switching module: (1) solving the problem that the vehicle cannot brake when it is hacked; (2) solving the problem that the vehicle has an operable electric braking system, but cannot be manually intervened to brake after being hacked or losing control of the vehicle; (3) solving the problem that the vehicle cannot be manually intervened to brake when it is remotely controlled; (4) solving the problem that the original vehicle brakes fail after the fully autonomous vehicle is hacked, resulting in low vehicle safety and high danger; (5) avoiding damage to the vehicle as much as possible when the vehicle is out of control. If the braking system of a vehicle fails due to a malfunction or a hacker attack, in some cases, destroying the controlled vehicle would be most advantageous to the hacker. In this case, it is very necessary to protect the vehicle as evidence. The vehicle braking system provided by the above implementation method can protect vehicle data for subsequent tracking and investigation; (6) Compared with the vehicle being completely controlled, it can shorten the braking distance as much as possible and protect the life and property safety of passengers; (7) It solves the problem of vehicle anti-lock braking failure in the event of vehicle main control system or power system failure or remote control, and reduces the safety hazards such as longer vehicle braking distance due to wheel lock-up or rollover due to excessive speed and wheel lock-up; (8) The vehicle can meet the needs of automatic braking and manual braking, and can be selected according to the needs of passengers; (9) It protects social stability and avoids resource waste; (10) It provides a safer driving solution for future travel.

[0083] In some implementations, reference Figure 2 As shown, the redundant brake pressure module 110 and the main brake pressure module 230 are 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 braking pressure module 110 and the pressure transmission module 310 is disconnected, so that the first connecting pipe is disconnected, and the passage between the main braking pressure module 230 and the pressure transmission module 310 is connected, so that the second connecting pipe is connected.

[0085] When the redundant braking system 100 is activated, the switching module 120 is used to connect the passage between the redundant braking pressure module 110 and the pressure transmission module 310 so that the state of the first connecting pipeline is switched to the connected state, and to disconnect the passage between the main braking pressure module 230 and the pressure transmission module 310 so that the state of the second connecting pipeline 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 of the components such as pipes, 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 state of the first connection pipeline by switching the path state between the redundant brake pressure module 110 and the pressure transmission module 310, and switches the state of the second connection pipeline by switching the path state between the main brake pressure module 230 and the pressure transmission module 310.

[0088] When the main braking system 220 switches from active to inactive and the redundant braking system 100 switches from inactive to active, the switching module 120 switches the connection between the redundant braking pressure module 110 and the pressure transmission module 310 from an open state to an active state, thereby switching the first connecting pipe route from an inactive state to an active state, and connecting the redundant braking pressure module 110 to the brake fluid module 210 through the pressure transmission module 310. Simultaneously, the switching module 120 switches the connection between the main braking pressure module 230 and the pressure transmission module 310 from an active state to an inactive state, thereby switching the second connecting pipe route from an active state to an inactive state, and disconnecting the main braking pressure module 230 from the brake fluid module 210.

[0089] When the redundant braking system 100 switches from active to inactive, and the main braking system 220 switches from inactive to active, the switching module 120 switches the connection between the redundant braking pressure module 110 and the pressure transmission module 310 from an active state to an inactive state, thereby switching the first connecting pipe route from an active state to an inactive state and disconnecting the redundant braking pressure module 110 from the brake fluid module 210. Simultaneously, the switching module 120 switches the connection between the main braking pressure module 230 and the pressure transmission module 310 from an inactive state to an active state, thereby switching the second connecting pipe route from an inactive state to an active state and establishing a connection between the main braking pressure module 230 and the brake fluid module 210 through the pressure transmission module 310.

[0090] It should be noted that the pressure transmission module 310 mentioned above can be included in the redundant braking system 100 or the main braking system 220. Therefore, the above-mentioned method of connecting the main braking pressure module 230 and the redundant braking pressure module 110 to 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 embodiments, 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 series-like manner. That is, the main braking pressure module and the redundant braking pressure module can be connected to the same pressure transmission module. This can further reduce manufacturing complexity, improve the structural compactness of the entire vehicle braking system, and reduce vehicle space occupation to a certain extent.

[0092] In some implementations, reference Figure 3 As shown, the redundant anti-lock braking module 130 has a first link with the wheel motion sensing module 320 of the vehicle 200, and the main anti-lock braking module 240 has a second link with the wheel motion sensing module 320. When the redundant braking system 100 is off, the first link is disconnected, and the second link is connected.

[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 activated, so that the state of the redundant anti-lock braking module 130 is switched from the invalid state to the active 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 active state to the invalid state.

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

[0095] The redundant anti-lock braking module 130 and the primary anti-lock braking module 240 can 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 main anti-lock braking module 240 and the wheel motion sensing module 320.

[0097] It is understandable that the redundant anti-lock braking module 130 and the redundant braking pressure module 110 can maintain communication, and the main anti-lock braking module 240 and the main braking pressure module 230 can also maintain communication.

[0098] Specifically, the redundant anti-lock braking module 130 and the primary 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 state of the redundant anti-lock braking module 130 by switching the link state between the redundant anti-lock braking module 130 and the wheel motion sensing module 320, and switches the state of the primary anti-lock braking module 240 by switching the link state between the primary anti-lock braking module 240 and the wheel motion sensing module 320.

[0099] When the main braking system 220 switches from active to off, and the redundant braking system 100 switches from off to active, the switching module 120 switches the first link between the redundant anti-lock braking module 130 and the wheel motion sensing module 320 from a disconnected state to a connected state. This allows the redundant anti-lock braking module 130 to receive signals from the wheel motion sensing module 320, identify the wheel motion state, and send pressure adjustment signals or commands back to the redundant braking pressure module 110, thus switching the redundant anti-lock braking module 130 from an inactive state to an active state. Simultaneously, the switching module 120 switches the second link between the main anti-lock braking module 240 and the wheel motion sensing module 320 from a connected state to a disconnected state, preventing the main anti-lock braking module 240 from receiving signals from the wheel motion sensing module 320, thus switching the main anti-lock braking module 240 from an active state to an inactive state.

[0100] When the main braking system 220 switches from off to on, and the redundant braking system 100 switches 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 a connected state to a disconnected state, preventing the redundant anti-lock braking module 130 from receiving signals from the wheel motion sensing module 320, thus switching the redundant anti-lock braking module 130 from an effective state to an ineffective state. Simultaneously, the switching module 120 switches the second link between the main anti-lock braking module 240 and the wheel motion sensing module 320 from a disconnected state to a connected state, enabling the main anti-lock braking module 240 to receive signals from the wheel motion sensing module 320 and identify and provide feedback on the wheel motion status, thus switching the main anti-lock braking module 240 from an ineffective state to an effective state.

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

[0102] Specifically, when the main braking system 220 switches from active to off, and the redundant braking system 100 switches from off to active, the brake switching module switches the first connecting pipe route from disconnected to connected, and the second connecting pipe route from connected to disconnected, so that the redundant brake pressure module 110 replaces the main brake pressure module 230 as the brake pressure source. Simultaneously, the anti-lock braking system (ABS) switching module switches the redundant ABS module 130 from inactive to active, and the main ABS module 240 from active to inactive, so that the redundant ABS module 130 replaces the main ABS module 240 in identifying and providing feedback on the wheel movement status. Thus, a complete, interconnected braking circuit is formed, involving the redundant brake pressure module 110 and the redundant ABS module 130.

[0103] When the main braking system 220 switches from off to on and the redundant braking system 100 switches from on to off, the brake switching module switches the first connecting pipe route from on to off and the second connecting pipe route from off to on, so that the main brake pressure module 230 can once again function as a brake pressure source. Simultaneously, the anti-lock braking system (ABS) switching module switches the redundant ABS module 130 from active to inactive and the main ABS module 240 from inactive to active, so that the main ABS module 240 can once again identify and provide feedback on the wheel motion status.

[0104] For example, the redundant anti-lock braking module is a redundant anti-lock braking controller, and the primary anti-lock braking module is the primary anti-lock braking controller. The redundant anti-lock braking controller and the primary anti-lock braking controller are respectively connected to the wheel speed sensors. The anti-lock braking switching module can switch the state of the redundant anti-lock braking module and the primary anti-lock braking module by switching the link state between the redundant anti-lock braking controller and the wheel speed sensors, and by switching the link state between the primary anti-lock braking controller and the wheel speed sensors.

[0105] For example, taking the aforementioned redundant anti-lock braking module and primary anti-lock braking module as examples, the anti-lock switching module can switch the state of the redundant anti-lock braking module and the primary anti-lock braking module by switching the connection state between the redundant anti-lock braking controller and the redundant braking pressure module, and by switching the connection state between the primary anti-lock braking controller and the primary braking pressure module.

[0106] For example, taking the aforementioned redundant anti-lock braking module and primary anti-lock braking module as examples, the anti-lock switching module can switch the redundant anti-lock braking module from an inactive state to an active state by turning on, activating, or waking up the redundant anti-lock braking controller. Alternatively, it can switch the redundant anti-lock braking module from an active state to an inactive state by turning off or de-energizing the redundant anti-lock braking controller. Similarly, the anti-lock switching module can switch the state of the primary anti-lock braking module by turning the primary anti-lock braking controller on or off.

[0107] It should be noted that the brake switching module can be any of the following: switching valve, conduction valve, control valve, etc., and the anti-lock braking switching module can be an interface switching module or other modules (or components) that can achieve 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 the redundant anti-lock braking module 130 has no connection with the vehicle's main power system.

[0111] Specifically, when the main braking system 220 is switched from on to off and the redundant braking system 100 is switched 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 giving the redundant anti-lock braking module 130 a reliable power source.

[0112] When the main braking system 220 is switched from off to on and the redundant braking system 100 is switched from on to off, the switching module 120 switches the state of the redundant power supply module to off, thereby de-energizing the redundant anti-lock braking module 130 and thus switching the state of the redundant anti-lock braking module 130 to an inactive state.

[0113] In some embodiments, if the redundant power module is in the ON state, the redundant anti-lock braking module 130 is activated or woken up; if the redundant power module is in the OFF state, the redundant anti-lock braking module 130 is turned off. The switching module 120 can switch the state of the redundant anti-lock braking module 130 simply 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 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 braking module 130 to an active state by switching the redundant power supply module to the on state and switching the link between the redundant anti-lock braking 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 braking system (ABS) switching module. The braking switching module is used to switch the state of the first connecting line and the second connecting line, while the ABS switching module is used to switch the state of the redundant power supply module, the link state between the redundant ABS module 130 and the wheel motion sensing module 320, and the link state between the primary ABS module 240 and the wheel motion sensing module 320.

[0117] In some embodiments, the switching module 120 may further include a braking switching module, an anti-lock braking system (ABS) switching module, and a redundant power switch module. The braking switching module is used to switch the state of the first connecting line and the second connecting line; the ABS switching module is used to switch the link state between the redundant ABS module 130 and the wheel motion sensing module 320, and between the primary ABS 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 module.

[0118] It is understandable that the redundant power 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 module, and the redundant power 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 of the following: a storage battery or a backup generator; this manual does not specify a particular type. If the redundant power module is a storage battery, it can be charged using the vehicle's power supply.

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

[0121] Among them, the redundant braking switch module serves as a switch to control the start and stop of the redundant braking system 100.

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

[0123] The redundant braking switch module can be any of the following forms: switch, button, pull cord, trigger, etc.

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

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

[0126] By performing state switching operations on the redundant braking 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 switches from the closed state to the open state, the redundant brake system 100 is activated. Simultaneously, the switching module 120 can be triggered to switch the second connecting pipe route between the main brake pressure module 230 and the brake fluid module 210 from a conductive state to a disconnected state, and to switch the first connecting pipe route between the redundant brake pressure module 110 and the brake fluid module 210 from a disconnected state to a conductive state. This establishes a pathway between the redundant brake system 100 and the brake fluid module 210, enabling the redundant brake system 100 to operate normally. This ensures that the redundant brake system 100 can smoothly take over the braking task, while simultaneously disconnecting the main brake system 220 from controlling the braking of the vehicle 200, reducing conflicts between the main brake system 220 and the redundant brake system 100, thereby ensuring safe and reliable braking.

[0128] When the redundant braking switch module switches from the open state to the closed state, the redundant braking system 100 is shut down. At the same time, the switching module 120 can switch the second connecting pipe route from the disconnected state to the connected state, and ensure that the first connecting pipe route switches from the connected state to the disconnected state, so that the main braking system 220 can take 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 manual. Furthermore, if the state switching operation of the redundant brake switch module is performed manually, a shield can be provided for protection. The shield can be opened or closed electrically or manually.

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

[0131] refer to Figure 4a As shown, each of the four wheels of the vehicle is equipped with a brake caliper (1), a brake disc (2), a wheel speed sensor (3), and a brake caliper (4). Each brake caliper (4) is connected to a brake fluid module (7), and there is a brake line (5) between each brake caliper (4) and the brake fluid module (7). The brake fluid module (7) is connected to a manual braking system assembly (8) and an electronic braking system assembly (10).

[0132] The manual braking system assembly (8) includes a master cylinder, a vacuum booster, a brake pressure regulator, etc., and is connected to the control valve (13) and the anti-lock braking controller (11) in the manual braking system. The manual braking 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 braking controller (11) is connected to the control valve (13), enabling the control valve (13) to switch the link status between the anti-lock braking controller (11) and each wheel speed sensor (3). The anti-lock braking controller (11) is connected to a battery (12). The battery (12) is only used to power the anti-lock braking controller (11) in the manual braking system and can be charged through the vehicle's power supply.

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

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

[0135] After the manual brake switch (9) is triggered, the manual brake system starts. The control valve (13) can disconnect the connection between the brake fluid module (7) and the electric brake system (electric brake system assembly (10)) and connect the brake fluid module (7) and the manual brake system (manual brake system assembly (8)). At the same time, it can disconnect the sensor circuit between each wheel speed sensor (3) and the anti-lock braking controller (14) and connect the sensor circuit between each wheel speed sensor (3) and the anti-lock braking controller (11). And / or, it can connect the anti-lock braking controller (11) and the battery (12) so that the battery (12) supplies power to the anti-lock braking controller (11). This forms a complete braking circuit of the manual brake system consisting of wheel speed sensors, anti-lock braking controller, manual brake system assembly, brake fluid module, brake cylinder, brake caliper, etc.

[0136] The working logic of the entire manual braking system described above is as follows: In the event of a hacker attack on an autonomous or intelligent vehicle, causing it to malfunction and lose braking ability, an alarm sound will be activated to prompt passengers to apply the manual brakes. Passengers manually close the manual brake system switch, which, through a control valve, disconnects the electronic braking system from the brake fluid module and establishes a connection between the manual braking system and the brake fluid module. Simultaneously, the battery is connected to the anti-lock braking system (ABS) controller of the manual brake system, and the ABS controller is connected to the wheel speed sensors. This allows the manual brake system to take over the vehicle's braking, preventing the hydraulic brake pumps from locking up momentarily and thus preventing the vehicle from overturning due to excessive speed. Once the vehicle has come to a complete stop, the manual brake system can continue to operate to prevent remote starting of the vehicle. The vehicle can be started by manually releasing the brakes.

[0137] Specifically, refer to Figure 4b As shown, the braking process of the aforementioned vehicle braking system may include: First, the vehicle's main control system (or, vehicle management cloud platform, etc.) determines whether the vehicle has been hacked / remotely controlled, or whether the electronic braking system (electronic braking system) has malfunctioned (e.g., out of control). If not, the electronic braking system operates normally, and the process ends; if so, the vehicle alarm sound is activated to alert passengers to use the manual braking system. Simultaneously, the vehicle reports abnormal data such as being attacked to the cloud for remote alarm.

[0138] Next, manually activate the manual brake switch to start the manual braking system. The manual braking system disconnects the electronic braking system from the brake fluid module and reconnects the piping between the manual braking system and the brake fluid module. Simultaneously, it connects the anti-lock braking system (ABS) to the wheel speed sensors and the battery.

[0139] Next, the manual braking system engages, and the vehicle begins to brake until it comes to a complete stop.

[0140] Then, after the vehicle comes to a complete stop, the manual braking system continues to apply the brakes until the vehicle brakes are manually turned off (the control valve will continue to keep the connection between the electronic brake unit and the brake fluid module disconnected until manually released) to release the manual brakes.

[0141] Finally, the process ended.

[0142] It is understandable that the aforementioned control valve can also be included in the manual braking system assembly, so that after the manual brake switch is manually closed, the manual braking system assembly switches the connection between the electric braking system and the brake fluid through the control valve.

[0143] Furthermore, when the main braking system 220 is an electronically controlled braking system, if an abnormality occurs in the electronically controlled braking system, and the switching module 120 disconnects the circuit between the electronically controlled braking system and the brake fluid module 210, on the one hand, if the electronically controlled braking system experiences an electrical fault such as a short circuit or overload, it may still damage other parts of the system and may even cause a fire. On the other hand, if the electronically controlled braking system is hacked and remotely controlled, the motor of the electronically controlled braking system may be manipulated to run idle, easily leading to damage to the electronically controlled braking system and increasing maintenance costs. Therefore, when an abnormality occurs in the electronically controlled braking system, it is necessary to keep it in a power-off state to minimize unnecessary damage and avoid potential safety accidents.

[0144] Therefore, when the main braking system 220 is an electrically controlled braking system, if the redundant braking switch module changes from the closed state to the open state, the redundant braking system 100 is activated. The redundant braking switch module can also be used to disconnect the main braking system 220 from its power supply, so as to de-energize the main braking system 220. If the redundant braking switch module changes from the open state to the closed state, the redundant braking system 100 is de-energized. The redundant braking switch module can also be used to connect the main braking system 220 to its power supply, so as to energize the main braking system 220.

[0145] It should be noted that in some cases, a vehicle typically has only one foot-operated brake pedal assembly, and this assembly is only located in the driver's seat (for training vehicles, there is one foot-operated brake pedal assembly in both the driver's and passenger's seats). However, with the development of autonomous driving technology, especially for subsequent driverless vehicles, new energy vehicles, and vehicles with electrified control systems, and with the increasing diversification of vehicle evolution (for example, the possible elimination of steering wheels and brake pedals), driving scenarios will inevitably evolve in a more diversified direction. For example, passengers can lie down, stand, sit together in a group, or fully immerse themselves in playing games or watching movies in the vehicle.

[0146] With the trend towards fully autonomous driving, vehicles will gradually evolve into social, work, and living spaces. In these scenarios, the placement of the foot-operated brake pedal becomes a drawback, hindering braking in emergencies. Furthermore, the foot-operated brake pedal is less convenient to use, especially in autonomous driving scenarios. Even if a foot-operated brake is included, a safety mechanism is needed, and it requires continuous operation to achieve a braking effect. This poses potential safety risks if the operator is unstable or not wearing a seatbelt. Additionally, in automated driving scenarios, passengers may not pay attention to the foot-operated brake pedal. In emergencies, a readily available brake activation module is needed to quickly activate the backup braking unit. In other situations, especially for vehicles supporting advanced autonomous driving (e.g., Level 5), retaining a foot-operated brake pedal could lead to accidental operation by passengers (e.g., children or pets), potentially threatening the brakes.

[0147] Therefore, there can be multiple redundant brake switch modules, and their placement is flexible. The redundant brake switch modules can be implemented in any form, such as pull rope, trigger, button, switch, or foot pedal.

[0148] By placing switch modules at multiple locations on the vehicle to trigger the redundant braking system, multiple trigger points for the redundant braking system are arranged on the vehicle. This eliminates the need to constantly monitor the foot pedal brake, effectively improving the flexibility of backup brake activation. It should be noted that any two switch modules can be implemented in the same or different ways. Each switch module can be equipped with a shield. By setting multiple activation switch modules for the redundant braking system, the redundant braking system can be activated through any one of the switch modules. This improves the flexibility of redundant braking system activation, and even if one switch module fails, the redundant braking system can still be successfully activated through other switch modules. Therefore, the redundancy design of the switch modules effectively improves the reliability and robustness of the redundant braking system, reducing potential safety risks.

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

[0150] If both the first switch module and the second switch module change from the closed state to the open state, the first switch module is used to switch the state of the redundant braking pressure module 110 to the awake state, and the second switch module is used to control the switching module 120 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 braking module 130 to the active state, and the state of the main anti-lock braking module 240 to the inactive state.

[0151] If both the first switch module and the second switch module change from the open state to the closed state, the first switch module is used to switch the state of the redundant braking pressure module 110 to the 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 the open state, the state of the second connecting pipeline to the on state, the state of the redundant anti-lock braking module 130 to the inactive state, and the state of the main anti-lock braking module 240 to the active state.

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

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

[0154] The wake-up state of the redundant braking pressure module 110 indicates that the redundant braking pressure module 110 can generate braking pressure, and the sleep state indicates that the redundant braking pressure module 110 cannot generate braking pressure.

[0155] In some situations, a connected braking circuit (including a hydraulic circuit and an anti-lock braking circuit) involving the redundant braking pressure module 110, brake fluid module 210, and redundant anti-lock braking module 130 can only be formed when the redundant braking pressure module 110 is in an awake state, the switching module 120 controls the first connecting pipeline to be open, and the redundant anti-lock braking module 130 is in an effective state. Only then can the redundant braking system 100 start smoothly and work normally. Therefore, by setting a first switch module to control the redundant braking pressure module 110 separately and setting a second switch module to control the switching module 120 separately, the problem of the redundant braking pressure module 110 being accidentally started due to accidental activation of the first switch module or the first switch module receiving an incorrect signal can be effectively prevented during the normal operation mode of the main braking system 220.

[0156] Specifically, the redundant braking 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 braking 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 a state switching operation of the first switch module, if the first switch module changes from a closed state to an open state, the first switch module is triggered to change the redundant braking pressure module 110 from a dormant state to an awakened state, so that the redundant braking pressure module 110 can be used to generate braking pressure. Similarly, if the first switch module changes from an open state to a closed state, the first switch module is triggered to change the redundant braking pressure module 110 from an awakened state to a dormant state, so that the redundant braking pressure module 110 cannot be used to generate braking pressure.

[0158] In response to the state switching operation of the second switch module, if the second switch module changes from a closed state to an open state, the switching module 120 is triggered to switch the first connecting pipe to a conductive state, the second connecting pipe to a disconnected state, the redundant anti-lock braking module 130 to an active state, and the main anti-lock braking module 240 to an inactive state. Similarly, if the second switch module changes from an open state to a closed state, the switching module 120 is triggered to switch the first connecting pipe to a disconnected state, the second connecting pipe to a conductive state, the redundant anti-lock braking module 130 to an inactive state, and the main anti-lock braking module 240 to an active state.

[0159] When both the first and second switch modules change from closed to open, the redundant brake pressure module 110 is switched to an activated state, the first connecting pipe is switched to a conductive state, the second connecting pipe is switched to a disconnected state, the redundant anti-lock braking module 130 is switched to an active state, and the main anti-lock braking module 240 is switched to an inactive state. This forms a complete braking circuit with the participation of the redundant braking system 100, enabling the redundant brake pressure module 110 to generate brake pressure and, in conjunction with the brake fluid module 210, output brake pressure to the brake actuator components or brake actuator modules (e.g., brake discs, brake calipers, brake cylinders, etc.), and enabling the redundant anti-lock braking module 130 to detect near-locked wheels and send pressure adjustment commands back to the redundant brake pressure module 110.

[0160] When both the first and second switch modules change from the open to the closed state, the redundant brake pressure module 110 is switched to a dormant state, the first connecting pipe is switched to an open state, the second connecting pipe is switched to a conductive state, the redundant anti-lock braking module 130 is switched to an inactive state, and the main anti-lock braking module 240 is switched to an active state. This disconnects the brake circuit involving the redundant braking system 100, preventing the redundant brake pressure module 110 from generating brake pressure and the redundant anti-lock braking module 130 from recognizing the near-lock state of the wheels and / or responding to pressure adjustment commands.

[0161] It is understandable that when the first switch module and / or the second switch module changes from the open state to the closed state, the braking circuit in which the redundant braking system 100 participates is disconnected.

[0162] After the redundant braking system 100 successfully brakes the vehicle 200, if the redundant braking pressure module 110 is put into sleep mode by the first switch module, the switching module 120 will continue to keep the second connection line in the disconnected state until the second switch module is operated to switch the state of the switching module 120, thereby releasing the disconnect between the main braking pressure module 230 and the brake fluid module 210 and reconnecting them. This further ensures the safety of the vehicle and passengers, especially in scenarios where the main braking system 220 is an electronically controlled braking system. It also ensures safety even if the electronically controlled braking system or the vehicle's main control system is still attacked or remotely controlled after braking.

[0163] For example, with Figure 4a Taking the vehicle and its braking system shown as an example, refer to... Figure 5aAs shown, the first switch module is a manual brake start switch, connected to the manual brake system assembly (corresponding to the redundant brake pressure module 110). The second switch module is a control valve switch, 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, meaning they are switched manually. Normally, they are protected by an electrically / manually operable shield. In cases where the vehicle is hacked, remotely controlled, or malfunctions and loses control, causing the electronic braking system to fail, the shield can be opened manually or electrically to switch the status 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 braking system (ABS) switching module, and the second switch module is used to control the state switching of the braking switching module and the ABS switching module.

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

[0166] For example, refer to Figure 5b As shown, each of the vehicle's four wheels is equipped with a brake caliper, brake disc, wheel speed sensor, and brake caliper. Each brake caliper is connected to a brake fluid module. The brake fluid module is connected to both the manual braking system assembly and the electronic braking system assembly.

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

[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 braking system (ABS) controller in the manual braking system is connected to an ABS switcher (corresponding to the ABS switcher module) and a battery (corresponding to the redundant power supply module). The ABS switcher is connected to an ABS switch (corresponding to the switch module of the ABS switcher module in the second switch module). The electric braking system assembly is connected to the brake switching control valve and the ABS controller in the electric braking system, and the ABS controller is connected to the ABS switcher. The ABS switcher is used to control the connection and disconnection between the ABS controller in the manual braking system and the wheel speed sensor, as well as the connection and disconnection between the ABS controller in the electric braking system and the wheel speed sensor.

[0169] When the manual brake activation switch is turned on, the manual brake system assembly is activated. Simultaneously, with the control valve switch open, the manual brake system assembly is connected to the brake fluid module, while the electric brake system assembly is disconnected from the brake fluid module. Furthermore, with the anti-lock braking system (ABS) switch on, the ABS controller in the manual brake system is connected to the wheel speed sensors, while the ABS controller in the electric brake system is disconnected from the wheel speed sensors. Thus, the complete braking circuit involving the manual brake system can function normally.

[0170] With the manual brake start switch closed, the manual brake system assembly is in a dormant state. Simultaneously, with the control valve switch closed, the manual brake system assembly is disconnected from the brake fluid module, while the electric brake system assembly is connected to the brake fluid module. Furthermore, with the anti-lock braking system (ABS) switch closed, the ABS controller in the manual brake system is disconnected from the wheel speed sensors, while the ABS controller in the electric brake system is connected to the wheel speed sensors. Therefore, the braking circuit involving the manual brake system is inoperable.

[0171] It is 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 / off state between the redundant power supply module and the redundant anti-lock braking module 130).

[0172] If the second switch module includes a switch module for controlling the state switching of the braking switching module and a switch module for controlling the state switching of the anti-lock braking system (ABS) switching module, then the redundant power supply module can also be connected to any one of the first switch module, the switch module of the braking switching module, and the switch module of the ABS switching module.

[0173] Furthermore, the second switching module may include a switching module for controlling the braking switching module, a switching module for controlling the anti-lock braking system (ABS) switching module, and a switching module for controlling the redundant power supply module. The descriptions of each switching module are similar to those described above 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 switching module includes a power switch module for controlling the switching of the braking switching module state, the switching of the anti-lock braking system switching module state, and the switching of the power on / off state of the main braking system 220 (or the main braking pressure module 230).

[0175] If the second switch is in the open state, then the switch modules of the brake switching module and the anti-lock braking system switching module are in the open state, and the power switch module of the main braking system is in the off state (indicating that the main braking system 220 is de-energized). If the second switch is in the closed state, then the switch modules of the brake switching module and the anti-lock braking system switching module are in the closed state, and the power switch module of the main braking system is in the on state (indicating that the main braking system 220 is energized).

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

[0177] With the manual brake start switch on, control valve switch on, anti-lock braking switch on, and power switch off, the complete braking circuit involving the manual brake system can work normally, while the electric brake system is de-energized and cannot work.

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

[0179] Understandably, the switching of the main braking system's power on / off state can also be controlled by the first switch module.

[0180] Furthermore, to prevent accidental activation of the second switch module or to prevent the second switch module from receiving incorrect signals and causing the switching module's state to switch unexpectedly, the system can be configured to only allow state switching operations on the second switch module upon authorization (e.g., facial recognition authorization or fingerprint authorization), thereby improving the safety of the vehicle's braking system.

[0181] It should be noted that the function of the first switch module can be similar to that of a foot pedal, but the implementation of the first switch module can differ from that of a foot pedal. There can be multiple first and second switch modules, and both can be implemented using any of the following methods: pull cord, trigger, button, switch, foot pedal, etc.

[0182] In the above embodiments, the control functions of the first switch module and the second switch module can effectively prevent the redundant braking system from being accidentally activated due to accidental contact during the normal operation mode of the main braking system.

[0183] This specification provides a vehicle braking system, which 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 braking module. The main braking system includes a main braking pressure module and a main anti-lock braking module.

[0184] If the redundant braking system changes from the off state to the on state, the switching module is used to switch the state of the first connection line between the redundant braking pressure module and the vehicle's brake fluid module to the conducting state, switch the state of the second connection line between the main braking pressure module and the brake fluid module to the disconnected state, switch the state of the redundant anti-lock braking module from the inactive state to the active state, and switch the state of the main anti-lock braking module from the active state to the inactive state.

[0185] If the redundant braking system changes from the activated state to the deactivated state, the switching module is used to switch the state of the first connecting pipeline to the disconnected state, the state of the second connecting pipeline to the connected state, the state of the redundant anti-lock braking module from the active state to the inactive state, and the state of the main anti-lock braking module from the inactive state to the active state.

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

[0187] When the main anti-lock braking module is in an effective state, it is used to adjust the output pressure of the main braking pressure module when it detects an approaching lock-up state.

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

[0189] This specification provides a vehicle in which a brake actuation module is provided on each wheel. The vehicle includes a brake fluid module connected to the brake actuation module and a vehicle braking system connected to the brake fluid module. The vehicle braking system is the vehicle braking system described in the foregoing embodiments.

[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 embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0191] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0192] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0193] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0194] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0195] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to 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 braking pressure module, a switching module, and a redundant anti-lock braking module connected to the redundant braking pressure module. The redundant brake pressure module has a first connecting line to the vehicle's brake fluid module; wherein, the brake fluid module has a second connecting line to the vehicle's main brake pressure module; the main brake pressure module is located in the vehicle's main braking system; the main braking system includes a main anti-lock braking module connected to the main brake pressure module; When the redundant braking system is off, the first connecting line is disconnected, the second connecting line is connected, the redundant anti-lock braking module is inactive, and the main anti-lock braking module is active. If the redundant braking system is activated, the switching module is used to switch the state of the first connecting pipe to the conducting state, the state of the second connecting pipe to the disconnected state, the state of the redundant anti-lock braking module from the invalid state to the active state, and the state of the main anti-lock braking module from the active state to the invalid state; wherein, the active 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 braking pressure module when it detects that the wheel movement state is close to lock-up. The redundant anti-lock braking module has a first link with the vehicle's wheel motion sensing module, and the main anti-lock braking module has a second link with the wheel motion sensing module; wherein, when the redundant braking system is off, the first link is disconnected, or the connection between the redundant braking pressure module and the redundant anti-lock braking module is disconnected, or the redundant anti-lock braking module is off or de-energized, and the second link is on, the connection between the main braking pressure module and the main anti-lock braking module is on, and the main anti-lock braking module is turned on, activated, or awakened; The switching module is used to, when the redundant braking system is activated, switch the state of the first link to the conducting state, connect the redundant braking pressure module and the redundant anti-lock braking module, and turn on, activate, or wake up the redundant anti-lock braking module so that the state of the redundant anti-lock braking module changes from an invalid state to an effective state; and to switch the state of the second link to the disconnected state, or disconnect the connection between the main braking pressure module and the main anti-lock braking module, or turn off or de-energize the main anti-lock braking module so that the state of the main anti-lock braking module changes from an effective state to an invalid state.

2. The system of claim 1, wherein, 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 braking pressure module and the main braking pressure module are respectively connected to the brake fluid module through the same pressure transmission module. When the redundant braking system is off, the passage between the redundant braking pressure module and the pressure transmission module is disconnected, so that the first connecting pipe is disconnected, and the passage between the main braking pressure module and the pressure transmission module is connected, so that the second connecting pipe is connected. When the redundant braking system is activated, the switching module is used to connect the redundant braking pressure module and the pressure transmission module to switch the state of the first connecting pipeline to the connected state, and to disconnect the connection between the main braking pressure module and the pressure transmission module to switch the state of the second connecting pipeline to the disconnected state.

4. The system of claim 1, wherein, The switching module includes a braking switching module and an anti-lock braking system 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 primary anti-lock module.

5. The system of claim 1, wherein, 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 a turned-off state. The switching module is used to switch the state of the redundant power module from the off state to the on state when the redundant braking system is activated, so that the redundant power module supplies power to the redundant anti-lock braking module.

6. The system of claim 1, wherein, The redundant braking system is connected to a redundant braking switch module; If the redundant braking switch module is in the closed state, the redundant braking system is turned off; If the redundant braking switch module is in the open state, the redundant braking system is activated.

7. The system according to claim 6, characterized in that, The redundant braking switch module includes a first switch module and a second switch module; the closed state of the redundant braking switch module includes the closed state of the first switch module and the second switch module; the open state of the redundant braking 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 change from a closed state to an open state, the first switch module is used to switch the state of the redundant braking 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 a conducting state, the state of the second connecting pipeline to a disconnected state, the state of the redundant anti-lock braking module to an active state, and the state of the main anti-lock braking module to an inactive state. If both the first switch module and the second switch module change from the open state to the closed state, the first switch module is used to switch the state of the redundant braking 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 braking module to the invalid state, and the state of the main anti-lock braking module to the active state.

8. A vehicle brake system characterized by, 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 braking module; the main braking system includes a main braking pressure module and a main anti-lock braking module. If the redundant braking system changes from a closed state to an active state, the switching module is used to switch the state of the first connecting pipe between the redundant braking pressure module and the vehicle's brake fluid module to a conducting state, switch the state of the second connecting pipe between the main braking pressure module and the brake fluid module to a disconnected state, switch the state of the redundant anti-lock braking module from an inactive state to an active state, and switch the state of the main anti-lock braking module from an active state to an inactive state. If the redundant braking system changes from the activated state to the deactivated state, the switching module is used to switch the state of the first connecting pipeline to the disconnected state, the state of the second connecting pipeline to the connected state, the state of the redundant anti-lock braking module from the active state to the inactive state, and the state of the main anti-lock braking module from the inactive state to the active state. When the redundant anti-lock braking module is in an effective state, it is used to adjust the output pressure of the redundant braking pressure module when it detects that the wheel movement state is close to locking. When the main anti-lock braking module is in an effective state, it is used to adjust the output pressure of the main braking pressure module when it detects the near-locking state. The redundant anti-lock braking module has a first link with the vehicle's wheel motion sensing module, and the main anti-lock braking module has a second link with the wheel motion sensing module; wherein, when the redundant braking system is off, the first link is disconnected, or the connection between the redundant braking pressure module and the redundant anti-lock braking module is disconnected, or the redundant anti-lock braking module is off or de-energized, and the second link is on, the connection between the main braking pressure module and the main anti-lock braking module is on, and the main anti-lock braking module is turned on, activated, or awakened; The switching module is used to, when the redundant braking system is activated, switch the state of the first link to the conducting state, connect the redundant braking pressure module and the redundant anti-lock braking module, and turn on, activate, or wake up the redundant anti-lock braking module so that the state of the redundant anti-lock braking module changes from an invalid state to an effective state; and to switch the state of the second link to the disconnected state, or disconnect the connection between the main braking pressure module and the main anti-lock braking module, or turn off or de-energize the main anti-lock braking module so that the state of the main anti-lock braking module changes from an effective state to an invalid state.

9. A vehicle, wherein a braking actuation module is provided on each wheel of the vehicle, characterized in that, The vehicle includes a brake fluid module connected to the brake actuation module, and a vehicle braking system connected to the brake fluid module, wherein the vehicle braking system is the vehicle braking system as described in claim 8.

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