Braking system, hydraulic device and control method

Abstract

A brake system, hydraulic device and control method are provided. The brake system comprises a first hydraulic device (140), a second hydraulic device (150), a first control unit (110), a second control unit (120), a third control unit (130) and a mechanical execution unit (160). The brake system realizes the braking of the first front wheel of the vehicle through the first hydraulic device (140), realizes the braking of the second front wheel of the vehicle through the second hydraulic device (150), and realizes the braking of the rear wheel of the vehicle through the mechanical execution unit (160), thereby effectively improving the braking efficiency of the vehicle. Since the first hydraulic device (140) and the second hydraulic device (150) are connected through a hydraulic pipeline, when the first control unit (110) fails, the second control unit (120) can control the first hydraulic device (140) to realize the redundant braking of the first front wheel of the vehicle, thereby preventing the vehicle from yawing during braking. Moreover, the first hydraulic device (140) and the second hydraulic device (150) have high integration, which helps to reduce the complexity of adding a redundant backup in the brake system, thereby reducing the difficulty of vehicle installation and arrangement.

Description

Technical Field

[0001] This application relates to the field of braking technology, and provides a braking system, a hydraulic device, and a control method. Background Technology

[0002] The braking system is one of the most critical systems in intelligent transportation equipment, directly impacting the safety of drivers and passengers, as well as their property. For example, if the braking system fails when there is an obstacle in front of the intelligent transportation equipment and braking is required, the equipment may crash into the obstacle due to its inability to brake in time, severely endangering the safety of the driver and passengers. Therefore, having a safe and reliable braking system is of paramount importance for intelligent transportation equipment.

[0003] To improve the safety and reliability of braking systems, redundancy is typically added. Redundancy means that if the original braking function malfunctions, braking can still be achieved through other means. Some technical solutions directly add a redundant pressure control unit and corresponding electronic control unit to the braking system. When the original pressure control unit and electronic control unit fail, the braking system switches to the redundant set of pressure control unit and electronic control unit to complete the redundancy backup, thus achieving redundant braking. However, this redundancy approach obviously increases the number of components included in the braking system significantly, thereby increasing the difficulty of vehicle installation and layout, and hindering the reduction of the braking system's integration complexity.

[0004] Therefore, how to reduce the complexity of adding redundant braking to the braking system and improve the integration of the braking system is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] This application provides a braking system, a hydraulic device, and a control method to reduce the complexity of adding redundancy backups to the braking system and to improve the integration of the braking system.

[0006] In a first aspect, embodiments of this application provide a braking system, which includes a first hydraulic device, a second hydraulic device, a first control unit, a second control unit, a third control unit, and a mechanical actuator; wherein the first hydraulic device and the second hydraulic device are connected by hydraulic pipes, and the first hydraulic device is used for braking the first front wheel of the vehicle, the second hydraulic device is used for braking the second front wheel of the vehicle, and the mechanical actuator is used for braking the rear wheel of the vehicle; the first control unit is used to control the first hydraulic device; the second control unit is used to control the second hydraulic device; and the third control unit is used to control the mechanical actuator.

[0007] In the braking system provided in this application embodiment, the first front wheel of the vehicle is braked by a first hydraulic device, the second front wheel by a second hydraulic device, and the rear wheel by a mechanical actuator, which effectively improves the vehicle's braking efficiency. Furthermore, the first and second hydraulic devices are connected by hydraulic pipelines. If the first control unit fails, the second control unit can control the first hydraulic device to brake the first front wheel, achieving redundancy in the braking system and effectively preventing yaw during braking, thus improving vehicle braking safety. Since arranging the first and second hydraulic devices on the front axle is easy to implement without requiring an additional pressure control unit and corresponding electronic control unit, the complexity of adding redundancy to the braking system is effectively reduced. Moreover, the high integration of the first and second hydraulic devices effectively improves the overall integration of the braking system. Therefore, the above design can further improve the redundant braking capability of the braking system while saving costs and reducing the complexity of the overall vehicle layout. In addition, the connection between the first and second hydraulic devices via hydraulic pipelines can isolate the wheel cylinders.

[0008] In one possible implementation, the first hydraulic device and the second hydraulic device may be an electro-hydraulic brake (EHB) system, and the mechanical actuator may be an electro-mechanical brake (EMB) system.

[0009] In this application embodiment, there are various ways to connect the first hydraulic device and the second hydraulic device via hydraulic pipelines, including but not limited to the following:

[0010] Method 1: The first control valve in the first hydraulic device is connected to the second hydraulic device via a hydraulic pipeline.

[0011] Method 2: The first hydraulic device is connected to the second control valve in the second hydraulic device via a hydraulic pipeline.

[0012] In Method 1 and Method 2, the first hydraulic device and the second hydraulic device can share a control valve, which can further reduce the number of components in the braking system and reduce the complexity of the braking system.

[0013] Method 3: The first control valve in the first hydraulic device is connected to the second control valve in the second hydraulic device via a hydraulic pipeline.

[0014] In method 3, each of the first hydraulic device and the second hydraulic device is equipped with a control valve, which makes the control of the first hydraulic device by the first control unit and the control of the second hydraulic device by the second control unit relatively simple and easy to implement.

[0015] The first control valve and the second control valve can be normally open electromagnetic valves.

[0016] In one possible design, a first control unit controls a first hydraulic device, including: the first control unit controls a first control valve to close; and / or, a second control unit controls a second hydraulic device, including: the second control unit controls a second control valve to close. In this design, braking of the first front wheel by the first hydraulic device and braking of the second front wheel by the second hydraulic device can be achieved by controlling one or both of the first and second control valves to close.

[0017] In one possible design, the second control unit is also used to control the first and second hydraulic devices when the first control unit fails. In this design, when the first control unit fails, the second control unit can control the first and second hydraulic devices to brake the first and second front wheels, thus achieving redundant braking of the braking system and effectively improving the safety and reliability of the braking system.

[0018] In one possible design, the first hydraulic device includes a third control valve, wherein the third control valve includes a dual coil, one coil of which is connected to a first control unit, and the other coil of which is connected to a second control unit; when the first control unit fails, the second control unit controls the first hydraulic device, including controlling the third control valve to close. In this design, by providing a third control valve with dual coils in the first hydraulic device, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit, the second control unit controls the third control valve to close when the first control unit fails, thereby achieving redundant braking of the first front wheel. Similarly, the second hydraulic device may include a fourth control valve, wherein the fourth control valve includes dual coils, one coil of which is connected to the first control unit, and the other coil of which is connected to the second control unit; when the second control unit fails, the first control unit can control the fourth control valve to close, thereby achieving redundant braking of the second front wheel.

[0019] In one possible design, the first control valve in the first hydraulic device includes a dual coil, one coil of which is connected to a first control unit, and the other coil is connected to a second control unit. When the first control unit fails, the second control unit controls the first hydraulic device by closing the first control valve. In this design, the first control valve includes a dual coil, one coil of which is connected to the first control unit, and the other coil is connected to the second control unit. This allows the second control unit to close the first control valve when the first control unit fails, thereby achieving redundant braking of the first front wheel. Furthermore, the first control valve is a solenoid valve controlled by the first control unit when braking the first front wheel. This means that both redundant braking and normal braking of the first front wheel can be achieved by controlling the first control valve, eliminating the need for a third control valve in the first hydraulic device. This further reduces the number of components in the braking system and effectively reduces the complexity of redundancy backup.

[0020] In one possible design, the first control unit is further configured to identify the driver's braking intention and send the braking intention to a third control unit; the third control unit controls the mechanical actuator, including: the third control unit receiving the braking intention from the first control unit and controlling the mechanical actuator in response to the braking intention; or, the second control unit is further configured to identify the driver's braking intention and send the braking intention to the third control unit when the first control unit fails; the third control unit controls the mechanical actuator, including: the third control unit receiving the braking intention from the second control unit and controlling the mechanical actuator in response to the braking intention. In this design, both the first and second control units can identify the braking intention, achieving backup of the braking intention. For example, when the first control unit fails, the second control unit can obtain the braking intention and send it to the third control unit. This can effectively reduce the situation where the braking intention is not recognized, further improving the safety of the braking system.

[0021] In this application embodiment, the first control unit can identify the driver's braking intention in various ways, including but not limited to the following:

[0022] Method 1: The first control unit acquires the first sensor signal of the brake pedal in the braking system and identifies the braking intention based on the first sensor signal.

[0023] In mode 1, the first control unit can identify the braking intention based on the first sensor signal it collects, which makes the recognition efficiency of the braking intention high.

[0024] Method 2, the first control unit identifies the driver's braking intention, including: the first control unit acquires a first sensor signal from the brake pedal and receives a second sensor signal, and identifies the braking intention based on the first sensor signal and the second sensor signal; wherein, the second sensor signal is collected by the second control unit at the brake pedal in the braking system.

[0025] In Method 2, the first control unit identifies the driver's braking intention based on the first sensor signal it collects and the second sensor signal collected by the second control unit. Since the first control unit can verify the first sensor signal and the second sensor signal, the braking intention identified by the first control unit is more accurate.

[0026] Optionally, the first sensor signal can be a digital signal from the brake pedal pressure sensor, and the second sensor signal can be a voltage signal from the brake pedal pressure sensor.

[0027] In one possible design, when the first control unit fails, the second control unit identifies the driver's braking intention by: acquiring a second sensor signal from the brake pedal in the braking system, and identifying the braking intention based on the second sensor signal. In this design, the second control unit can identify the braking intention based on the acquired second sensor signal when the first control unit fails, making it easy for the second control unit to identify the braking intention.

[0028] In one possible design, the third control unit includes a controller within the vehicle. In this design, the third control unit reuses a controller from the vehicle (e.g., a Vehicle Identification Unit (VIU) or a Vehicle Domain Controller (VDC), which can reduce the number of components in the braking system, thereby reducing the complexity of the braking system and effectively lowering development costs.

[0029] In one possible design, the third control unit can be integrated with or independently of the mechanical actuator. This design provides multiple implementation methods for the third control unit and the mechanical actuator, allowing for flexible implementation.

[0030] In one possible design, the braking system further includes a reservoir, a master cylinder module, a brake pedal, a push rod, and a pedal simulator. The brake pedal is connected to the master cylinder module via the push rod. One end of the master cylinder module is connected to the reservoir via a hydraulic line, and the other end is connected to a first hydraulic device and a second hydraulic device via hydraulic lines. One end of the pedal simulator is connected to the reservoir via a hydraulic line, and the other end is connected to the master cylinder module via a hydraulic line. The first or second hydraulic device also controls the flow of hydraulic fluid from the master cylinder module into the pedal simulator. In this design, the first or second hydraulic device controls the flow of hydraulic fluid from the master cylinder module into the pedal simulator, maintaining a consistent braking feel for the driver and effectively improving the driving experience.

[0031] In one possible design, the braking system also includes a pedal simulator, which may be integrated into a first hydraulic unit or a second hydraulic unit, or may be independent of both. This design provides multiple implementations of the pedal simulator in the braking system, allowing for flexible implementation.

[0032] In one possible design, the pressure-building method of the first hydraulic device controlled by the first control unit may be the same as or different from the pressure-building method of the second hydraulic device controlled by the second control unit. In this design, the pressure-building methods of the first and second hydraulic devices can be the same or different, allowing the braking system provided in this application embodiment to meet the braking requirements of different scenarios.

[0033] In one possible design, the pressure build-up method includes unidirectional or bidirectional pressure build-up. This design allows for flexible pressure build-up by both the first and second hydraulic devices. Bidirectional pressure build-up can effectively increase the pressure build-up rate, thereby effectively increasing the braking rate and ultimately improving the reliability of the braking system.

[0034] Secondly, embodiments of this application also provide a hydraulic device including a booster. The booster includes a first interface, a second interface, a third interface, and a fourth interface. The first interface is used to connect the booster to a wheel cylinder, the second interface is used to connect the booster to a master cylinder, the third interface is used to connect the booster to an oil reservoir, and the fourth interface is used to connect the booster to another hydraulic device. In this embodiment, the hydraulic device including the booster has multiple interfaces, allowing the booster to connect to hydraulic components in the braking system (e.g., wheel cylinder, master cylinder, oil reservoir) and to another hydraulic device via these interfaces. Since the hydraulic device is an integrated software component, incorporating it into the braking system effectively improves the integration of the braking system and reduces its complexity.

[0035] In one possible design, the booster includes a motor, an electric cylinder, a piston, a control valve MC-NO1, a normally closed electric cylinder valve PNC1, and a booster valve ISO1. The booster valve ISO1 is connected to the control valve MC-NO1, and one end of the normally closed electric cylinder valve PNC1 is connected to both the booster valve ISO1 and the control valve MC-NO1, while the other end of the normally closed electric cylinder valve PNC1 is connected to the electric cylinder. The motor is connected to the electric cylinder, and the piston is housed within the electric cylinder; the motor controls the movement of the piston within the electric cylinder. Correspondingly, a first interface is used to connect the booster to the wheel cylinder, including: the booster valve ISO1 is connected to the wheel cylinder via the first interface; a second interface is used to connect the booster to the master cylinder, including: the control valve MC-NO1 is connected to the master cylinder via the second interface; a third interface is used to connect the booster to the oil reservoir, including: the electric cylinder is connected to the oil reservoir via the third interface; and a fourth interface is used to connect the booster to another hydraulic device, including: the control valve MC-NO1 is connected to the other hydraulic device via the fourth interface. In this design, the supercharger includes a motor, an electric cylinder, a piston, a control valve MC-NO1, a normally closed valve PNC1 for the electric cylinder, and a booster valve ISO1. Each supercharger is connected to the components in the braking system through a corresponding interface.

[0036] In one possible design, the supercharger includes a motor, an electric cylinder, a piston, a first control valve HCU-NO1, a third control valve MC-NO1, a normally closed valve PNC1 for the electric cylinder, and a booster valve ISO. The booster valve ISO1 is connected to both the first control valve HCU-NO1 and the third control valve MC-NO1. One end of the normally closed valve PNC1 is connected to each of the booster valve ISO1, the first control valve HCU-NO1, and the third control valve MC-NO1, while the other end of the normally closed valve PNC1 is connected to the electric cylinder. The motor is connected to the electric cylinder, and the piston... The intensifier is housed within an electric cylinder, with a motor controlling the piston's movement within the cylinder. Correspondingly, a first interface connects the intensifier to the wheel cylinder, including a booster valve ISO connected to the wheel cylinder via the first interface; a second interface connects the intensifier to the master cylinder, including a third control valve MC-NO1 connected to the master cylinder via the second interface; a third interface connects the intensifier to the oil reservoir, including a connection between the electric cylinder and the oil reservoir via the third interface; and a fourth interface connects the intensifier to another hydraulic device, including a first control valve HCU-NO1 connected to the other hydraulic device via the fourth interface. In this design, the intensifier includes a motor, an electric cylinder, a piston, a first control valve HCU-NO1, a third control valve MC-NO1, a normally closed electric cylinder valve PNC1, and a booster valve ISO. Each intensifier connects to components in the braking system via its corresponding interface.

[0037] In one possible design, the hydraulic system further includes a brake circuit pressure sensor (BCPS), a motor position sensor (MPS), and a pressure reducing valve; wherein the brake circuit pressure sensor (BCPS) is connected to the electric cylinder, the motor position sensor (MPS) is connected to the motor, and the pressure reducing valve is connected to the wheel cylinder. In this design, the inclusion of the brake circuit pressure sensor (BCPS), the motor position sensor (MPS), and the pressure reducing valve in the hydraulic system enables pressure build-up during braking.

[0038] Thirdly, embodiments of this application also provide a vehicle including a braking system as in the first aspect and any possible design of the first aspect, or including a hydraulic device as in the second aspect and any possible design of the second aspect.

[0039] Fourthly, this application also provides a control method applied to a braking system. The braking system includes a first hydraulic device, a second hydraulic device, a first control unit, and a second control unit. The first hydraulic device and the second hydraulic device are connected by hydraulic pipes, and the first hydraulic device is used for braking the first front wheel of the vehicle, and the second hydraulic device is used for braking the second front wheel of the vehicle. The method includes: when the first control unit fails, controlling the first hydraulic device and the second hydraulic device through the second control unit to complete the braking operation on the first front wheel and the second front wheel.

[0040] In this method, when the first control unit fails, the second control unit can control the first and second hydraulic devices to perform braking operations on the first and second front wheels. This achieves redundant braking of the first front wheels, effectively improving vehicle braking safety.

[0041] In one possible design, the first hydraulic device and the second hydraulic device are connected by a hydraulic pipeline, including: the first control valve HCU-NO1 in the first hydraulic device is connected to the second control valve HCU-NO2 in the second hydraulic device via a hydraulic pipeline.

[0042] In one possible design, the first hydraulic device includes a first control valve HCU-NO1, and the second hydraulic device includes a second control valve HCU-NO2; the first hydraulic device and the second hydraulic device are connected by a hydraulic pipeline, including: the first control valve HCU-NO1 in the first hydraulic device is connected to the second control valve HCU-NO2 in the second hydraulic device through the hydraulic pipeline.

[0043] In one possible design, the first control valve in the first hydraulic device includes a dual coil, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit; controlling the first hydraulic device and the second hydraulic device through the second control unit includes: controlling the first control valve and the second control valve to close through the second control unit.

[0044] In one possible design, the first hydraulic device further includes a third control valve MC-NO1, wherein the third control valve includes a dual coil, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit; controlling the first hydraulic device and the second hydraulic device through the second control unit includes: controlling the third control valve and the second control valve HCU-NO2 to close through the second control unit.

[0045] In one possible design, the braking system further includes a third control unit and a mechanical actuator; the third control unit controls the mechanical actuator for braking the rear wheels of the vehicle; the method further includes: identifying the driver's braking intention through the first control unit and sending the braking intention to the third control unit; or, when the first control unit fails, identifying the driver's braking intention through the second control unit and sending the braking intention to the third control unit.

[0046] In one possible design, the braking operation of the first front wheel is completed by controlling the first hydraulic device through the first control unit, including: controlling the first control valve HCU-NO1 to close, controlling the motor in the first hydraulic device to rotate, and controlling the normally closed valve PNC1 of the electric cylinder in the first hydraulic device to open, thereby completing the braking operation of the first front wheel; the braking operation of the second front wheel is completed by controlling the second hydraulic device through the second control unit, including: controlling the second control valve HCU-NO2 to close, controlling the motor in the second hydraulic device to rotate, and controlling the normally closed valve PNC2 of the electric cylinder in the second hydraulic device to open, thereby completing the braking operation of the second front wheel.

[0047] Fifthly, embodiments of this application provide a control device applied to a braking system, the braking system including a first hydraulic device, a second hydraulic device, a first control unit, and a second control unit; wherein the first hydraulic device and the second hydraulic device are connected by hydraulic pipes, and the first hydraulic device is used for braking the first front wheel of the vehicle, and the second hydraulic device is used for braking the second front wheel of the vehicle.

[0048] For example, the device includes: a first processing module and a second processing module; the first processing module is used to control the first hydraulic device through the second control unit to complete the braking operation of the first front wheel when the first control unit fails; the first processing module is used to control the second hydraulic device through the second control unit to complete the braking operation of the second front wheel when the first control unit fails.

[0049] In one possible design, the first control valve in the first hydraulic device includes a dual coil, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit; the first processing module is specifically used to control the first control valve to close via the second control unit, and the second processing module is specifically used to control the second control valve to close via the second control unit.

[0050] In one possible design, the first hydraulic device further includes a third control valve, wherein the third control valve includes a dual coil, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit; the first processing module is specifically used to control the third control valve to close via the second control unit, and the second processing module is specifically used to control the second control valve to close via the second control unit.

[0051] In one possible design, the braking system further includes a third control unit and a mechanical actuator; the third control unit is used to control the mechanical actuator, which is used for braking the rear wheels of the vehicle; the method further includes: a first processing module is further used to identify the driver's braking intention through the first control unit and send the braking intention to the third control unit; or, a second processing module is further used to identify the driver's braking intention through the second control unit and send the braking intention to the third control unit when the first control unit fails.

[0052] It is understood that the first processing module and the second processing module mentioned above can be integrated into a single processor, or each can correspond to one or more processors.

[0053] In a sixth aspect, embodiments of this application provide a control device including at least one processor coupled to at least one memory; the at least one processor is configured to execute a computer program or instructions stored in the at least one memory to cause the device to perform the method as described in the fourth aspect and any possible design of the fourth aspect.

[0054] In a seventh aspect, embodiments of this application provide a computer-readable storage medium storing a computer program or instructions that, when read and executed by a computer, cause the computer to perform the method described in the fourth aspect and any possible design of the fourth aspect.

[0055] For the beneficial effects of the third to fifth aspects mentioned above, please refer to the technical effects that can be achieved by the corresponding designs in the first and second aspects mentioned above, which will not be repeated here. Attached Figure Description

[0056] Figure 1 An exemplary schematic diagram of a braking system provided in an embodiment of this application is shown;

[0057] Figure 2 An exemplary schematic diagram of the braking system provided in this application embodiment in a vehicle is shown;

[0058] Figure 3 An exemplary schematic diagram of another braking system provided in an embodiment of this application is shown;

[0059] Figure 4 An exemplary schematic diagram of another braking system provided in an embodiment of this application is shown;

[0060] Figure 5 An exemplary schematic diagram of another braking system provided in an embodiment of this application is shown;

[0061] Figure 6 An exemplary schematic diagram of another braking system provided in an embodiment of this application is shown;

[0062] Figure 7 An exemplary schematic diagram of another braking system provided in an embodiment of this application is shown;

[0063] Figure 8 An exemplary schematic diagram of the bidirectional pressure build-up structure of the braking system provided in this application embodiment is shown;

[0064] Figure 9 An exemplary schematic diagram of another braking system provided in an embodiment of this application is shown. Detailed Implementation

[0065] It should be noted that the terms "system" and "network" in the embodiments of this application can be used interchangeably. "Multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, or B exists alone, where A and B can be singular or plural. "One or more of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, one or more of a, b, or c can mean: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0066] Furthermore, unless otherwise specified, the ordinal numbers such as "first" and "second" mentioned in the embodiments of this application are used to distinguish multiple objects and are not used to limit the priority or importance of multiple objects. For example, "first electronic control unit" and "second electronic control unit" are only used to distinguish different electronic control units, and do not indicate that these electronic control units have different priorities or importance.

[0067] The braking function involved in this application may include, but is not limited to, one or more of the following functions:

[0068] Basic braking function (BBF): BBF applies to OneBox braking systems, which integrate all braking functions into a single mechanical assembly. This system eliminates the vacuum booster and instead uses a moving piston cylinder for pressurization in response to the driver's braking intention.

[0069] Anti-lock Braking System (ABS): Under normal circumstances, when a vehicle brakes suddenly or on icy or snowy roads, the wheels tend to lock up, increasing the braking distance and potentially causing the vehicle to lose steering control. ABS can reduce the braking force at the wheels that are about to lock up, thus preventing wheel lock-up.

[0070] Traction control system (TCS): Under normal circumstances, when a vehicle is driving on icy or snowy roads or when one of its wheels is stuck in mud, the wheel will slip, making it impossible for the vehicle to move normally. TCS can reduce the driving force or apply braking force to the slipping wheel according to the slipping situation, so as to reduce the slipping and ensure that the vehicle can move normally.

[0071] Electronic stability control system (ESC): Also known as electronic stability program (ESP), ESC receives vehicle information collected by sensors, determines the vehicle's instability based on the information, and applies braking force to individual wheels or a number of wheels when it is determined that the vehicle is about to become unstable, in order to obtain a yaw moment to stabilize the vehicle and achieve the purpose of stabilizing the vehicle.

[0072] Automatic emergency braking (AEB): AEB can detect the distance between the vehicle and the vehicle or obstacle in front while the vehicle is in motion, and compare the detected distance with the warning distance and the safe distance (the warning distance is greater than the safe distance). When the detected distance is less than the warning distance, an alarm is issued. When the detected distance is less than the safe distance, the vehicle is automatically braked. In this way, even if the driver has not had time to press the brake pedal, driving safety can be ensured by AEB automatic braking.

[0073] Adaptive cruise control (ACC): ACC refers to a system that adds a function to maintain a reasonable distance from the vehicle in front in a vehicle that cruises at a set speed. It usually has functions such as constant speed cruise, follow cruise, cornering cruise, driving mode selection, intelligent cornering, and intelligent speed limit. It can control the speed of the vehicle through the braking system and drive system to achieve the above functions.

[0074] Value Added Function (VAF): VAF refers to all braking functions other than those mentioned above. Its main functions include: responding to ADS / ADAS control requests and providing control interfaces such as ABP, AEB, APA, AWB, CDD Stop&Go, and VLC to meet the control requirements of ADS / ADAS for vehicle driving and braking; ensuring driver comfort and safety through functions such as AVH, BDW, HAZ, HBA, HDC, HFC, HRB, and HSA, which are suitable for conditions such as hill starts, downhill driving, prolonged braking, and brake disc overheating.

[0075] Common braking system types include electro-hydraulic braking (EHB), electro-mechanical braking (EMB), and hybrid EHB / EMB systems. EHB can brake all four wheels of a vehicle, but its pressure build-up rate is insufficient, leading to inadequate redundancy. For example, if the main control unit in an EHB fails, the redundant unit can only perform basic braking and ABS functions, not VAF (Variable Valve Actuation) functionality. While EHB can brake all four wheels, EMB is difficult to install on the front axle rims, resulting in high installation costs. Furthermore, EMB requires four motors to brake all four wheels, leading to high power consumption. The current mainstream 12V battery system in vehicles cannot meet the power requirements of these motors, necessitating a replacement with a 48V battery system and adjustments to the power circuits of other controllers in the vehicle.

[0076] In summary, how to reduce the complexity of adding redundant braking to the braking system, thereby reducing the difficulty of vehicle installation and layout, and improving the safety of the braking system, is a technical problem that urgently needs to be solved by those skilled in the art.

[0077] In view of this, this application provides a braking system, a hydraulic device, and a control method. This braking system uses a first hydraulic device to brake the first front wheels of a vehicle, a second hydraulic device to brake the second front wheels, and a mechanical actuator to brake the rear wheels, effectively improving the vehicle's braking efficiency. Furthermore, the first and second hydraulic devices are connected via hydraulic pipelines. In the event of a failure in the first control unit, the second control unit can control the first hydraulic device to brake the first front wheels, achieving redundancy in the braking system and effectively preventing yaw during braking, thus significantly improving vehicle braking safety. Since arranging the first and second hydraulic devices on the front axle is easy to implement without requiring an additional pressure control unit and corresponding electronic control unit, the complexity of adding redundancy to the braking system is effectively reduced, thereby simplifying the overall vehicle installation. Moreover, the high integration of the first and second hydraulic devices effectively improves the overall integration of the braking system.

[0078] It is understood that the first and second hydraulic devices can be brake actuators (e.g., superchargers) in the EHB, and the first and second control units can be ECUs in the EHB. The mechanical actuator can be a brake actuator (e.g., a motor) in the EMB, and the third control unit can be an ECU in the EMB. In other words, the braking system provided in this application embodiment can be a hybrid EHB and EMB braking system, with the EHB located on the front axle of the vehicle and the EMB located on the rear axle. Thus, compared to the technical solution where the EMB is located on the front axle, the braking system provided in this application embodiment can effectively reduce the difficulty of vehicle installation and layout, and effectively reduce the power consumption of the braking system; and compared to the technical solution where the EHB is located on the rear axle, the braking system provided in this application embodiment can shorten the pressure build-up time of the braking system from 150ms to 90ms, and can shorten the braking distance of 100 kilometers by 1-2 meters. Therefore, the braking system provided in this application embodiment can be applied to vehicles with an autonomous driving level of L4 (i.e., supporting fully autonomous driving) and above.

[0079] It is understood that the braking system provided in this application embodiment can be applied to terminal devices with braking capabilities. These terminal devices can be intelligent transportation equipment, including but not limited to automobiles, ships, airplanes, drones, trains, freight cars, or trucks. In a specific application scenario, the braking system can be applied to vehicle-to-everything (V2X) networks, such as long-term evolution-vehicle (LTE-V) communication, and vehicle-to-vehicle (V2V) communication, and is particularly suitable for autonomous or assisted driving vehicles.

[0080] The specific implementation of the braking system provided in the embodiments of this application is described below.

[0081] Figure 1 An exemplary schematic diagram of a braking system provided in an embodiment of this application is shown, such as... Figure 1As shown, in this example, the braking system includes a first control unit 110, a second control unit 120, a third control unit 130, a first hydraulic braking device 140, a second hydraulic braking device 150, and a mechanical actuation unit 160. The first hydraulic device 140 and the second hydraulic device 150 are connected via hydraulic pipes. The first hydraulic device 140 is used for braking the first front wheels of the vehicle, the second hydraulic device 150 is used for braking the second front wheels of the vehicle, and the mechanical actuation unit 160 is used for braking the rear wheels of the vehicle. The first control unit 110 is connected to the first hydraulic braking device 140, and thus the first control unit 110 can brake the first front wheels of the vehicle by controlling the first hydraulic device 140. The second control unit 120 is connected to the second hydraulic device 150, and thus the second control unit 120 can brake the second front wheels of the vehicle by controlling the second hydraulic device 150. The third control unit 130 is connected to the mechanical actuation unit 160, and thus the third control unit 130 can brake the second front wheels of the vehicle by controlling the mechanical actuation unit 160.

[0082] In the braking system 600 provided in this application embodiment, the first front wheel of the vehicle is braked by the first hydraulic device 140, the second front wheel of the vehicle is braked by the second hydraulic device 150, and the rear wheel of the vehicle is braked by the mechanical execution unit 160, which can effectively improve the braking efficiency of the vehicle. Furthermore, the first hydraulic device 140 and the second hydraulic device 150 are connected by hydraulic pipes, so the second control unit 120 can also control the first hydraulic device 140 to brake the first front wheel and the second hydraulic device 150 to brake the second front wheel when the first control unit 110 fails, thus achieving redundant braking of the braking system. This can effectively prevent yaw during vehicle braking and effectively improve the safety and reliability of the braking system. Also, the first hydraulic device 140 and the second hydraulic device 150 in this application embodiment are integrated devices with a high degree of integration. Integrating the first hydraulic device 140 and the second hydraulic device 150 into the braking system can effectively improve the integration of the braking system. Furthermore, it is easy to implement the first hydraulic device 140 and the second hydraulic device 150 on the front axle of the vehicle without the need for an additional pressure control unit and corresponding electronic control unit. This can effectively reduce the complexity of adding redundancy backup to the braking system, thereby reducing the difficulty of vehicle installation and layout.

[0083] Figure 2 This is a schematic diagram showing the installation positions of various components in a braking system provided in some embodiments of this application within a vehicle. Figure 2As shown, in the braking system provided in this application embodiment, the first control unit 110 and the second control unit 120 can be disposed in the front axle braking module 101, the first hydraulic device 140 can be disposed in the front axle braking module 103-1, and the second hydraulic device 150 can be disposed in the front axle braking module 103-2, and the first hydraulic device 140 and the second hydraulic device 150 can be connected by a hydraulic pipe 104; the third control unit 130 can be disposed in the rear axle braking module 103-3, and the mechanical execution unit in the braking system can be disposed in the rear axle braking module 103-4.

[0084] For example, taking a vehicle as an example, please continue to refer to Figure 1 As shown, assume the vehicle has four braked wheels, where the first front wheel is the left front wheel (LFW) (i.e. Figure 1 The FL indicates the wheel, the second front wheel is the right front wheel (RFW) (i.e. Figure 1 The FR indicated is the wheel, and the rear wheel is the left rear wheel (LRW). Figure 1 The indicated RL corresponds to the wheel and the right rear wheel (RRW) (i.e., Figure 1 (The wheels corresponding to RR are shown in the diagram); correspondingly, the first hydraulic device 140 is connected to the wheel corresponding to FL through a hydraulic pipe, and the first control unit 110 can control the first hydraulic device 140 to brake the FL wheel of the vehicle; the second hydraulic device 150 is connected to the wheel corresponding to FR through a hydraulic pipe, and the second control unit 120 can control the second hydraulic device 150 to brake the FR wheel of the vehicle; the mechanical actuator 160 is connected to the wheel corresponding to RL and the wheel corresponding to RR, and the third control unit 130 can control the mechanical actuator 160 to brake the RL and RR wheels of the vehicle.

[0085] like Figure 1As shown, the braking system also includes a reservoir 170, a master cylinder 180, a push rod 190, a brake pedal 200, and a pedal simulator 210. The brake pedal 200 is connected to the master cylinder 180 via the push rod 190. One end of the master cylinder 180 is connected to the reservoir 170 via a hydraulic pipe, and the other end is connected to a first hydraulic device 140 and a second hydraulic device 150 via hydraulic pipes. One end of the pedal simulator 210 is connected to the reservoir 170 via a hydraulic pipe, and the other end is connected to the master cylinder 180 via a hydraulic pipe. The first hydraulic device 140 or the second hydraulic device 150 is also used to control the flow of hydraulic fluid from the master cylinder 180 into the pedal simulator 210. Thus, the first hydraulic device 140 or the second hydraulic device 150 can control the flow of hydraulic fluid from the master cylinder 180 into the pedal simulator as the driver depresses the pedal, maintaining a consistent braking feel and ensuring driver comfort and pedal feel consistency.

[0086] In this embodiment, the master cylinder 180 is also referred to as the hydraulic brake master valve. The master cylinder 180 can be set independently of the first hydraulic device 140 and the second hydraulic device 150 to achieve flexible control of the master cylinder hydraulic fluid and facilitate the maintenance and replacement of components in the braking system. Alternatively, the master cylinder 180 can be integrated into the first hydraulic device 140 or the second hydraulic device 150 to further improve the system integration. In implementation, the master cylinder 180, push rod 190, and brake pedal 200 can be used to provide the driver with pedal feel. For example, under normal circumstances, the master cylinder 180 is a piston cylinder that stores hydraulic fluid flowing from the reservoir 170. When the driver depresses the brake pedal 200, the force of the pedal drives the push rod 190 to move the piston rod in the master cylinder 180, causing the hydraulic fluid in the piston cylinder to be forced into the hydraulic pipe between the master cylinder 180 and the first hydraulic device 140, and then into the first hydraulic device 140. In this way, by converting the driver's force on the brake pedal 200 into hydraulic power, the driver can maintain the feeling of braking by pressing the pedal. Conversely, when the driver releases the force on the brake pedal 200, the brake pedal 200 will move the push rod 190 to return the piston rod in the master cylinder 180 to its original position, causing the hydraulic fluid previously forced into the hydraulic pipe between the master cylinder 180 and the first hydraulic device 140, as well as the fluid flowing into the first hydraulic device 140, to return to the piston cylinder. In this way, the driver can maintain the feeling of releasing the brake by releasing the pedal. Similarly, when the driver depresses the brake pedal 200, the force drives the push rod 190 to move the piston rod in the master cylinder 180, forcing the hydraulic fluid in the piston cylinder into the hydraulic pipe between the master cylinder 180 and the second hydraulic device 150, and then into the second hydraulic device 150. In this way, by converting the driver's force on the brake pedal 200 into hydraulic power, the driver's feeling of braking by pressing the pedal is maintained. Conversely, when the driver releases the force on the brake pedal 200, the brake pedal 200 moves the push rod 190, causing the piston rod in the master cylinder 180 to return to its original position. This allows the hydraulic fluid previously forced into the hydraulic pipe between the master cylinder 180 and the second hydraulic device 150, as well as the fluid flowing into the second hydraulic device 150, to return to the piston cylinder. This maintains the feeling of releasing the brake when the driver releases the pedal.

[0087] In this embodiment, the pedal simulator 210 can be set independently of the first hydraulic device 140 and the second hydraulic device 150 to facilitate the control of the oil flowing into the pedal simulator 210 by the first hydraulic device 140 and the second hydraulic device 150. Alternatively, the pedal simulator 210 can be integrated into the first hydraulic device 140 or the second hydraulic device 150 to further improve the system integration.

[0088] In this embodiment, the oil reservoir 170 is a device for storing oil. During braking, the oil in the reservoir 170 is drawn out and applied to the FL wheel through the hydraulic pipes between the reservoir 170 and the first hydraulic device 140, and between the first hydraulic device 140 and the FL wheel, to achieve braking operation of the FL wheel by applying pressure to it. When the braking is released, the oil previously applied to the FL wheel returns to the reservoir 170 through the hydraulic pipes between the FL wheel and the first hydraulic device 140, and between the first hydraulic device 140 and the reservoir 170, thereby achieving oil recycling. Similarly, during braking, the oil in the reservoir 170 is drawn out and applied to the FR wheel through the hydraulic pipes between the reservoir 170 and the second hydraulic device 150, and between the second hydraulic device 150 and the FR wheel, to achieve braking operation of the FR wheel by applying pressure to it. When the brake is released, the oil previously applied to the FR wheel will return to the oil reservoir 170 through the hydraulic pipe between the FR wheel and the second hydraulic device 150, and the hydraulic pipe between the second hydraulic device 150 and the oil reservoir 170, thereby realizing the recycling of the oil.

[0089] In this embodiment, the first control unit 110, the second control unit 120, and the third control unit 130 can also be referred to as Electronic Control Units (ECUs). In implementation, any one of these three units can be a separately developed ECU to facilitate the control and management of the braking system. Alternatively, any one of these units can reuse a controller from the vehicle (e.g., a Vehicle Identification Unit (VIU) or a Vehicle Domain Controller (VDC)) to further reduce the number of components in the braking system, thereby reducing its complexity and development costs. The first control unit 110, the second control unit 120, and the third control unit 130 can communicate with each other using CANFD or CAN technology. In other words, the first control unit 110, the second control unit 120, and the third control unit 130 can all be connected via the CAN bus. When braking is required, for example, the first control unit 110 can send the control command of the braking intention to the CAN bus. At this time, the second control unit 120 and the third control unit 130 can obtain the control command from the CAN bus, and then the second control unit 120 and the third control unit 130 will execute the control command.

[0090] In this application embodiment, there are many solutions to achieve switching to the second control unit 120 when the first control unit 110 fails. For example:

[0091] In one possible implementation, the first control unit 110 and the second control unit 120 can communicate via local internet (LIN) technology, FlexRay network technology, or controller area network (CAN) technology. The first control unit 110 can send heartbeat messages to the second control unit 120 according to a preset period, and the second control unit 120 can be equipped with a timer with a duration equal to one preset period. In implementation, after receiving a heartbeat message from the first control unit 110, the second control unit 120 can start or restart the timer until the timer expires. If the second control unit 120 has not received another heartbeat message from the redundant ECU 121, it means that the first control unit 110 is malfunctioning. At this point, the second control unit 120 can determine that the braking of the first control unit 110 has failed, and then the second control unit 120 can switch to the active state, that is, it can control the first hydraulic device 140 to brake according to the driver's pedal instruction or the instruction of the automatic driving system or the driver assistance system. Conversely, if the second control unit 120 receives another heartbeat message from the first control unit 110 before the timer expires, it means that the first control unit 110 is normal and can still perform the braking function. Therefore, the second control unit 120 does not need to switch states, that is, it remains in a failed state.

[0092] In another possible solution, the first control unit 110 and the second control unit 120 can communicate via LIN technology, Flexray network technology, or CAN technology. The first control unit 110 may include a detection circuit, which includes a detection resistor connected to the line linking the first control unit 110 to the connected brake actuator. When the first control unit 110 drives the brake actuator, it can also obtain the current value flowing through the detection resistor (e.g., through a current detector). If this current value does not match the current value under operating conditions, it indicates an abnormality in braking by the first control unit 110. In this case, the first control unit 110 can send an activation command to the second control unit 120, causing the second control unit 120 to switch to the active state according to the activation command. Conversely, if the current value matches the current value under operating conditions, it indicates normal braking by the first control unit 110, and the first control unit 110 can continue braking, while the second control unit 120 can remain inactive.

[0093] For example, in this scheme, the matching of the current value of the sensing resistor and the current value under the component's operating state can mean that the difference between the current value of the sensing resistor and the current value under the component's operating state is not greater than a preset difference threshold. The mismatch between the current value of the sensing resistor and the current value under the component's operating state can mean that the difference between the current value of the sensing resistor and the current value under the component's operating state is greater than the preset difference threshold. The current value under the component's operating state and the preset difference threshold can be obtained through experimental verification or by those skilled in the art based on experience; no specific limitation is imposed. One possible method of obtaining this information empirically is that if the component is a normally open solenoid valve, it will be disconnected when energized and conduct when not energized; that is, the current value under the component's operating state should be the current value corresponding to a high-level voltage. Based on this, if the first control unit 110 energizes the component, the current value on the line between the first control unit 110 and the component should be the current value corresponding to a high level. However, if the current flowing through the detection resistor on the line is the current value corresponding to a low level, it indicates that the control process of the component is erroneous. Therefore, the first control unit 110 can send an activation command to the second control unit 120. Similarly, if the component is a normally closed solenoid valve, the current value on the line between the first control unit 110 and the component should be the current value corresponding to a low level when the component is energized. However, if the current flowing through the detection resistor on the line is the current value corresponding to a high level, it indicates that the control process of the component is erroneous. Therefore, the first control unit 110 can also send an activation command to the second control unit 120.

[0094] In one possible implementation, a central controller can be installed outside the aforementioned braking system. This central controller can communicate with the first control unit 110, second control unit 120, third control unit 130, and various sensors (e.g., pedal travel sensors, pressure sensors) in the braking system via LIN, FlexRay, or CAN technologies. In practice, when the central controller determines to brake the vehicle based on the driver's pedal input or the instructions from the autonomous driving system or driver assistance system, it can send braking instructions to the first control unit 110, second control unit 120, and third control unit 130 to utilize these controls for vehicle braking. Furthermore, during the braking process of the first control unit 110, second control unit 120, and third control unit 130, the central controller can also collect sensor data reported by various sensors in the vehicle and detect the vehicle's driving status based on this data. If the vehicle's driving status does not match the braking instructions sent by the central controller to the first control unit 110, it indicates that the first control unit 110 has failed. In this case, the central controller can re-issue a braking instruction to the second control unit 120 to utilize it for front wheel braking. Afterward, the central controller can continue to use the second control unit 120 for front wheel braking until it receives a self-test and repair notification message from the first control unit 110, or detects that the braking system has restarted, and then switches back to the default first control unit 110 for front wheel braking.

[0095] The central controller can be an integrated circuit chip with signal processing capabilities. For example, the central controller can be a general-purpose processor, a field-programmable gate array (FPGA), an application-specific integrated circuit (ASIC), a system-on-chip (SoC), a network processor (NP), a digital signal processor (DSP), a microcontroller unit (MCU), a programmable logic device (PLD), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or other integrated chips. The central controller may include components or circuits with processing capabilities, such as a central processing unit (CPU), a neural network processing unit (NPU), or a graphics processing unit (GPU). It may also include an application processor (AP), a modem processor, an image signal processor (ISP), a video codec, a digital signal processor (DSP), and / or a baseband processor, etc., without being specifically limited.

[0096] Of the three possible solutions mentioned above, the first two solutions can directly complete the braking switch through the interaction between the first control unit 110 and the second control unit 120, without needing to go through the central controller, thus helping to improve the efficiency of redundant braking. The third solution, on the other hand, can achieve unified management of the effective or ineffective states of each control unit by the central controller, which helps to improve the standardization of the first state management of control.

[0097] In some possible embodiments, two or three of the first control unit 110, the second control unit 120, and the third control unit 130 may be integrated into a single controller. For example, the first control unit 110 and the second control unit 120 may be integrated into the same controller. Another example is that the first control unit 110 and the third control unit 130 may be integrated into a single controller. Yet another example is that both the second control unit 120 and the third control unit 130 may be integrated into a single controller. Still another example is that the first control unit 110, the second control unit 120, and the third control unit 130 may all be integrated into a single controller.

[0098] In this embodiment, the first hydraulic device 140 is a brake actuator for braking the first front wheel and / or the second front wheel, the second hydraulic device 150 is a brake actuator for braking the first front wheel and / or the second front wheel, and the mechanical actuation unit 160 is a brake actuator for braking the rear wheel. The first hydraulic device 140 or the second hydraulic device 150 includes a booster and multiple hydraulic lines, which can connect to hydraulic components in the braking system (e.g., FR wheel, FL wheel, master cylinder 180, oil reservoir 170) and to another hydraulic device.

[0099] For example, such as Figure 3 As shown, the first hydraulic device 140 includes a booster 1, which includes interfaces A1, A2, A3, and A4. The booster 1 is connected to the FL wheel via interface A1, to the master cylinder 180 via interface A2, to the oil reservoir 170 via interface A3, and to the second hydraulic device 150 via interface A4. Similarly, the second hydraulic device 150 includes a booster 2, which includes interfaces B1, B2, B3, and B4. The booster 2 is connected to the FR wheel via interface B1, to the master cylinder 180 via interface B2, to the oil reservoir 170 via interface B3, and to the first hydraulic device 140 via interface B4. It is understood that the interface and the components can be connected by hydraulic lines. These hydraulic lines can be set in the first hydraulic device 140 or the second hydraulic device 150, or they can be configured for different interface characteristics. This application embodiment does not impose specific limitations.

[0100] The possible structures of the first hydraulic device 140 and the second hydraulic device 150 are described below with reference to the specific accompanying drawings.

[0101] It should be noted that, in Figures 4-7 In this example, the first control unit 110 is EHB-ECU1, the second control unit 120 is EHB-ECU2, and the third control unit 130 is EMB-ECU.

[0102] Implementation method 1, such as Figure 4 As shown, the booster 1 in the first hydraulic device 140 includes a motor M1, an electric cylinder 1, a piston 1, a control valve MC-NO1, a normally closed electric cylinder valve PNC1, and a booster valve ISO1. The booster valve ISO1 is connected to the control valve MC-NO1, and one end of the normally closed electric cylinder valve PNC1 is connected to both the booster valve ISO1 and the control valve MC-NO1, while the other end is connected to the electric cylinder. The motor M1 is connected to the electric cylinder 1, and the piston 1 is housed within the electric cylinder 1; therefore, the motor M1 can control the piston 1 to move within the electric cylinder 1. Correspondingly, the booster valve ISO1 is connected to the wheel cylinder via interface A1, the control valve MC-NO1 is connected to the main cylinder via interface A2, the electric cylinder 1 is connected to the oil reservoir 170 via interface A3, and the control valve MC-NO1 is connected to the second hydraulic device 150 via interface A4. The booster 2 in the second hydraulic device 150 includes a motor M2, an electric cylinder 2, a piston 2, a control valve MC-NO2, a normally closed electric cylinder valve PNC2, and a booster valve ISO2. The booster valve ISO2 is connected to the control valve MC-NO2, and one end of the normally closed electric cylinder valve PNC2 is connected to both the booster valve ISO2 and the control valve MC-NO2, while the other end is connected to the electric cylinder. The motor M2 is connected to the electric cylinder 2, and the piston 2 is housed within the electric cylinder 2, thus the motor M2 can control the piston 2 to move within the electric cylinder 2. Correspondingly, the booster valve ISO2 is connected to the wheel cylinder via interface B1, the control valve MC-NO2 is connected to the main cylinder via interface B2, the electric cylinder 2 is connected to the oil reservoir 170 via interface B3, and the control valve MC-NO2 is connected to the first hydraulic device 140 via interface B4.

[0103] It is understood that control valves MC-NO1 and MC-NO2 are normally open valves. Accordingly, the braking process of the FL wheel in Embodiment 1 includes: EHB-ECU1 controlling control valve MC-NO1 to close, controlling the normally closed valve PNC1 of the electric cylinder to open, and EHB-ECU1 controlling motor M1 to rotate, causing piston 1 to move and squeeze the oil in electric cylinder 1 through the normally closed valve PNC1 and pressure booster valve ISO1 into the FL wheel, thus achieving braking of the FL wheel. The braking process of the FR wheel in Embodiment 1 includes: EHB-ECU2 controlling control valve MC-NO2 to close, controlling the normally closed valve PNC2 of the electric cylinder to open, and EHB-ECU2 controlling motor M2 to rotate, causing piston 2 to move and squeeze the oil in electric cylinder 2 through the normally closed valve PNC2 and pressure booster valve ISO2 into the FR wheel, thus achieving braking of the FR wheel.

[0104] Furthermore, in one possible implementation, control valve MC-NO1 includes a dual coil, with one coil connected to EHB-ECU1 and the other coil connected to EHB-ECU2. Therefore, when EHB-ECU1 fails, EHB-ECU2 can control control valve MC-NO1 to close. In this way, even when EHB-ECU1 fails, the hydraulic fluid in electric cylinder 1 can still flow to the FL wheel, thus achieving redundant braking of the FL wheel. Similarly, control valve MC-NO2 also includes a dual coil, with one coil connected to EHB-ECU1 and the other coil connected to EHB-ECU2. Thus, even when EHB-ECU2 fails, EHB-ECU1 can control control valve MC-NO2 to close, allowing hydraulic fluid in electric cylinder 2 to still flow to the FR wheel, thereby achieving redundant braking of the FR wheel. This effectively improves the reliability of the braking system.

[0105] Implementation method 2, such as Figure 5 As shown, the booster 1 in the first hydraulic device 140 includes a motor M1, an electric cylinder 1, a piston 1, a first control valve HCU-NO1, a third control valve MC-NO1, a normally closed electric cylinder valve PNC1, and a booster valve ISO1. The booster valve ISO1 is connected to the first control valve HCU-NO1 and the third control valve MC-NO1 respectively. One end of the normally closed electric cylinder valve PNC1 is connected to the booster valve ISO1, the first control valve HCU-NO1, and the third control valve MC-NO1 respectively, and the other end of the normally closed electric cylinder valve PNC1 is connected to the electric cylinder 1. The motor 1 is connected to the electric cylinder 1, and the piston 1 is disposed in the electric cylinder 1. The motor 1 is used to control the movement of the piston 1 within the electric cylinder 1. Correspondingly, the booster valve ISO1 is connected to the wheel cylinder via interface A1, the third control valve MC-NO1 is connected to the main cylinder via interface A2, and the electric cylinder 1 is connected to the oil reservoir 170 via interface A3. The first control valve HCU-NO1 is connected to the second hydraulic device 150 via interface A4. Similarly, the booster 2 in the second hydraulic device 250 includes a motor 2, an electric cylinder 2, a piston 2, a second control valve HCU-NO2, a fourth control valve MC-NO2, a normally closed electric cylinder valve PNC2, and a booster valve ISO2. The booster valve ISO2 is connected to the second control valve HCU-NO2 and the fourth control valve MC-NO2, respectively. One end of the normally closed electric cylinder valve PNC2 is connected to the booster valve ISO2, the second control valve HCU-NO2, and the fourth control valve MC-NO2, respectively, and the other end of the normally closed electric cylinder valve PNC2 is connected to the electric cylinder 2. The motor 2 is connected to the electric cylinder 2, and the piston 2 is disposed within the electric cylinder 2. The motor 2 is used to control the movement of the piston 2 within the electric cylinder 2. Correspondingly, the booster valve ISO2 is connected to the wheel cylinder via interface B2, the fourth control valve MC-NO2 is connected to the main cylinder via interface B2, and the electric cylinder 2 is connected to the oil reservoir 170 via interface B3. The second control valve HCU-NO2 is connected to the second hydraulic device 150 via interface B4.

[0106] It is understood that the first control valve HCU-NO1 and the second control valve HCU-NO2 are normally open valves. Accordingly, the braking process of the FL wheel in Embodiment 2 includes: EHB-ECU1 controlling the first control valve HCU-NO1 to close, controlling the normally closed valve PNC1 of the electric cylinder to open, and EHB-ECU1 controlling the motor M1 to rotate, causing the piston 1 to move and squeeze the oil in the electric cylinder 1 through the normally closed valve PNC1 and the pressure booster valve ISO1 into the FL wheel, thus achieving braking of the FL wheel. The braking process of the FR wheel in Embodiment 2 includes: EHB-ECU2 controlling the second control valve HCU-NO2 to close, controlling the normally closed valve PNC2 of the electric cylinder to open, and EHB-ECU2 controlling the motor M2 to rotate, causing the piston 2 to move and squeeze the oil in the electric cylinder 2 through the normally closed valve PNC2 and the pressure booster valve ISO2 into the FR wheel, thus achieving braking of the FR wheel.

[0107] Furthermore, in one possible implementation, control valve MC-NO1 includes a dual coil, with one coil connected to EHB-ECU1 and the other coil connected to EHB-ECU2. Therefore, when EHB-ECU1 fails, EHB-ECU2 can control control valve MC-NO1 to close. In this way, even when EHB-ECU1 fails, the hydraulic fluid in electric cylinder 1 can still flow to the FL wheel, thus achieving redundant braking of the FL wheel. Similarly, control valve MC-NO2 also includes a dual coil, with one coil connected to EHB-ECU1 and the other coil connected to EHB-ECU2. Thus, even when EHB-ECU2 fails, EHB-ECU1 can control control valve MC-NO2 to close, allowing hydraulic fluid in electric cylinder 2 to still flow to the FR wheel, thereby achieving redundant braking of the FR wheel. This effectively improves the reliability of the braking system.

[0108] As shown in Embodiment 2, the first hydraulic device 140 includes a first control valve HCU-NO1, and the second hydraulic device 150 includes a second control valve HCU-NO2. The first control valve HCU-NO1 is connected to the second control valve HCU-NO2 via a hydraulic pipeline, thus connecting the first hydraulic device 140 and the second hydraulic device 150. This simplifies the control of the first hydraulic device 140 and the second hydraulic device 150. In this embodiment, there are other possible implementations for the connection between the first hydraulic device 140 and the second hydraulic device 150, including but not limited to the following:

[0109] Method 1, such as Figure 6As shown, the first hydraulic device 140 includes a first control valve HCU-NO1, which is connected to the second hydraulic device 150 via a hydraulic pipeline, thereby realizing the connection between the first hydraulic device 140 and the second hydraulic device 150.

[0110] Method 2, such as Figure 7 As shown, the second hydraulic device 150 includes a second control valve HCU-NO2, and the first hydraulic device 140 is connected to the second control valve HCU-NO2 through a hydraulic pipeline, thereby realizing the connection between the first hydraulic device 140 and the second hydraulic device 150.

[0111] In both Mode 1 and Mode 2, the first hydraulic device 140 and the second hydraulic device 150 can share a single control valve, which can further reduce the number of components in the braking system and lower the complexity of the braking system.

[0112] like Figures 4-7 As shown, the first hydraulic device 140 further includes a brake circuit pressure sensor BCPS1, a motor position sensor (MPS) 1, and a pressure reducing valve Dump_FL; wherein, the brake circuit pressure sensor BCPS1 is connected to the electric cylinder 1, the motor position sensor MPS1 is connected to the motor 1, and the pressure reducing valve Dump_FL is connected to the wheel cylinder. The second hydraulic device 150 further includes a brake circuit pressure sensor BCPS2, a motor position sensor MPS2, and a pressure reducing valve Dump_FL; wherein, the brake circuit pressure sensor BCPS2 is connected to the electric cylinder 2, the motor position sensor MPS2 is connected to the motor 2, and the pressure reducing valve Dump_FL is connected to the wheel cylinder. Thus, the first hydraulic device 140 and the second hydraulic device 150 can perform pressure build-up operations during the braking process.

[0113] It should be noted that, in this embodiment, the pressure-building method of the first hydraulic device 140 controlled by EHB-ECU1 and the pressure-building method of the second hydraulic device 150 controlled by EHB-ECU2 can be the same or different. This allows the braking system provided in this embodiment to meet the braking requirements of different scenarios. The pressure-building method includes unidirectional or bidirectional pressure building.

[0114] Example 1, please continue to see Figures 4-7 The electric cylinder 1 in the first hydraulic device 140 and the electric cylinder 2 in the second hydraulic device 150 are both one-way moving piston cylinders, therefore in Figures 4-7 Both the first hydraulic device 140 and the second hydraulic device 150 employ unidirectional pressure building. In the unidirectional pressure building, the control circuits for EHB-ECU1 and EHB-ECU2 are relatively simple.

[0115] Example 2, please see Figure 8 Both the electric cylinder 1 in the first hydraulic device 140 and the electric cylinder 2 in the second hydraulic device 150 are bidirectional moving piston cylinders. Specifically, oil from the oil reservoir 170 flows into the right side of the piston 1 in the electric cylinder 1 through hydraulic pipes, and oil from the oil reservoir 170 flows into the left side of the piston 1 in the electric cylinder 1 through hydraulic pipes. Therefore, the EHB-ECU1 can control the rotation of the motor M1 based on the motor position information collected by the motor position sensor MPS1, causing the piston 1 in the electric cylinder 1 to move to the left or right. This ensures a continuous supply of oil to the FL wheel, facilitating bidirectional continuous pressure build-up in the FL wheel and effectively improving the pressure build-up speed of the FL wheel. Similarly, on one hand, the oil in reservoir 170 flows into the right side of piston 2 in electric cylinder 2 through hydraulic pipes; on the other hand, the oil in reservoir 170 flows into the left side of piston 2 in electric cylinder 2 through hydraulic pipes. Therefore, EHB-ECU2 can control motor M2 to rotate based on the motor position information collected by motor position sensor MPS2, causing piston 2 in electric cylinder 2 to move to the left or right. This ensures a continuous supply of oil to the FR wheel, facilitating bidirectional continuous pressure build-up and effectively increasing the pressure build-up speed of the FR wheel. Thus, bidirectional pressure build-up effectively increases the pressure build-up rate, thereby effectively increasing the braking rate and ultimately improving the reliability of the braking system.

[0116] In this embodiment, to further improve the reliability of the braking system, both the first control unit 110 and the second control unit 120 can recognize the driver's braking intention, thus enabling backup of the braking intention. In one possible implementation, the first control unit 110 can also recognize the driver's braking intention and send it to the third control unit 130; correspondingly, the third control unit 130 receives the braking intention and, in response to the braking intention, controls the mechanical execution unit 160; alternatively, the second control unit 120 can recognize the driver's braking intention and send it to the third control unit 130 when the first control unit 110 fails; correspondingly, the third control unit 130 receives the braking intention from the second control unit 120 and, in response to the braking intention, controls the mechanical execution unit 160. Thus, when the first control unit 110 fails, the second control unit 120 can obtain the braking intention, thereby effectively reducing the situation where the braking intention is not recognized and further improving the safety of the braking system.

[0117] The first control unit 110 can recognize the driver's braking intention in various ways, including but not limited to the following:

[0118] In Method 1, the first control unit 110 acquires the first sensor signal from the brake pedal 200 in the braking system and identifies the braking intention based on the first sensor signal. Thus, the first control unit 110 can identify the braking intention based on the acquired first sensor signal, resulting in high efficiency in identifying the braking intention.

[0119] In method 2, the first control unit 110 acquires a first sensor signal from the brake pedal 200 and receives a second sensor signal, and identifies the braking intention based on the first and second sensor signals; wherein the second sensor signal is collected by the second control unit 120 at the brake pedal 200 in the braking system. Thus, the first control unit 110 identifies the driver's braking intention based on its acquired first sensor signal and the second sensor signal collected by the second control unit 120. Because the first control unit 110 can verify the first and second sensor signals, the braking intention identified by the first control unit 110 is more accurate.

[0120] Optionally, the first sensor signal can be a digital signal (e.g., PTS-SENT signal) from the pressure sensor of the brake pedal 200, and the second sensor signal can be a voltage signal (e.g., PTS-PWM signal) from the pressure sensor of the brake pedal 200.

[0121] In one possible implementation, when the first control unit 110 fails, the second control unit 120 can acquire the second sensor signal from the brake pedal 200 in the braking system and identify the braking intention based on the second sensor signal. Thus, when the first control unit 110 fails, the second control unit 120 can identify the braking intention based on the acquired second sensor signal, making it easy for the second control unit 120 to identify the braking intention.

[0122] Example 1, please continue to see Figures 4-8 The first control unit 110 is exemplified by EHB-ECU1, the second control unit 120 by EHB-ECU2, and the third control unit 130 by EMB-ECU. EHB-ECU1 can acquire the PTS-SENT signal and determine the driver's braking intention based on it. Based on this braking intention, EHB-ECU1 controls the first hydraulic device 140 to brake the FL wheel; and EHB-ECU1 sends this braking intention to EHB-ECU2, which then controls the second hydraulic device 150 to brake the FR wheel; and EHB-ECU1 sends this braking intention to the EMB-ECU, which controls the mechanical actuator 160 to brake the RR and RL wheels.

[0123] Example 2, please continue to see Figures 4-8 The first control unit 110 is exemplified by EHB-ECU1, the second control unit 120 by EHB-ECU2, and the third control unit 130 by EMB-ECU. EHB-ECU1 acquires the PTS-SENT signal, and EHB-ECU2 acquires the PTS-PWM signal. EHB-ECU2 sends the PTS-PWM signal to EHB-ECU1, which then determines the driver's braking intention based on the PTS-SENT and PTS-PWM signals. Based on this braking intention, EHB-ECU1 controls the first hydraulic device 140 to brake the FL wheel; EHB-ECU1 also sends this braking intention to EHB-ECU2, which controls the second hydraulic device 150 to brake the FR wheel; and finally, EHB-ECU1 sends this braking intention to the EMB-ECU, which controls the mechanical actuator 160 to brake the RR and RL wheels. In this example, EHB-ECU1 can verify the PTS-SENT and PTS-PWM signals, making the determined braking intention more accurate.

[0124] Example 3, please continue to see Figures 4-8 The first control unit 110 is exemplified by EHB-ECU1, the second control unit 120 by EHB-ECU2, and the third control unit 130 by EMB-ECU. When EHB-ECU1 fails, EHB-ECU2 acquires the PTS-PWM signal. Based on the PTS-PWM signal, EHB-ECU2 determines the driver's braking intention and, according to this intention, controls the first hydraulic device 140 to brake the FL wheel and the second hydraulic device 150 to brake the FR wheel. Furthermore, EHB-ECU2 sends this braking intention to the EMB-ECU, which controls the mechanical actuator 160 to brake the RR and RL wheels. In this example, when EHB-ECU1 fails, EHB-ECU2 can perform redundant braking of the FL wheel, effectively preventing yaw during vehicle braking and significantly improving the safety and reliability of vehicle braking.

[0125] In this embodiment, the mechanical actuator 160 and the third control unit 130 are independently configured, which can reduce the impact of thermal load and road vibration in the mechanical actuator 160 on the third control unit 130. Alternatively, the mechanical actuator 160 and the third control unit 130 can be integrated, which helps to further improve the integration of the braking system. The third control unit 130 may be one or more ECUs; this embodiment does not impose specific limitations.

[0126] Example 1, such as Figures 4-8As shown, the third control unit 130, taking the EMB-ECU as an example, includes a mechanical execution unit 160 comprising mechanical execution unit A and mechanical execution unit B, meaning that the mechanical execution unit 160 is independently configured from the third control unit 130. Mechanical execution unit A includes a motor position sensor (MPS3), a brake disc pressure sensor (BPPS), a brake caliper (Calliper) 1, and a permanent magnet synchronous motor (PMSM1). Correspondingly, when the EMB-ECU receives a braking intention, it can control the brake caliper 1 and the permanent magnet synchronous motor (PMSM1) based on the position information of the PMSM obtained from the motor position sensor (MPS3) and the pressure information of the PMSM1 obtained from the brake disc pressure sensor (BPPS1), thereby achieving braking of the RL wheel. Furthermore, the mechanical actuator B includes a motor position sensor MPS4, a brake disc pressure sensor BPPS2, a brake caliper 2, and a permanent magnet synchronous motor PMSM2. Accordingly, when the EMB-ECU receives a braking intention, it can control the brake caliper 2 and the permanent magnet synchronous motor PMSM2 based on the position information of the permanent magnet synchronous motor PMSM obtained by the motor position sensor MPS3 and the pressure information of the permanent magnet synchronous motor PMSM2 obtained by the brake disc pressure sensor BPPS2, thereby achieving braking of the RR wheel.

[0127] Example 2, such as Figure 9 As shown, the third control unit 130, taking EMB-ECU1 and EMB-ECU2 as examples, includes a mechanical execution unit 160 comprising mechanical execution unit A, mechanical execution unit B, EMB-ECU1, and EMB-ECU2, meaning the mechanical execution unit 160 is integrated with the third control unit 130. Mechanical execution unit A includes a motor position sensor MPS3, a brake disc pressure sensor BPPS1, a brake caliper 1, and a permanent magnet synchronous motor PMSM1. Correspondingly, when EMB-ECU1 receives a braking intention, it can control the brake caliper 1 and the permanent magnet synchronous motor PMSM1 based on the position information of the permanent magnet synchronous motor PMSM1 obtained by the motor position sensor MPS3 and the pressure information of the permanent magnet synchronous motor PMSM1 obtained by the brake disc pressure sensor BPPS1, thereby achieving braking of the RL wheel. Furthermore, the mechanical actuator B includes a motor position sensor MPS4, a brake disc pressure sensor BPPS2, a brake caliper 2, and a permanent magnet synchronous motor PMSM2. Accordingly, when the EMB-ECU2 receives a braking intention, it can control the brake caliper 2 and the permanent magnet synchronous motor PMSM2 based on the position information of the permanent magnet synchronous motor PMSM2 obtained by the motor position sensor MPS3 and the pressure information of the permanent magnet synchronous motor PMSM2 obtained by the brake disc pressure sensor BPPS2, thereby achieving braking of the RR wheel.

[0128] According to the solution provided in the embodiments of this application, this application also provides a control method for the braking system described above. The braking system includes a first hydraulic device, a second hydraulic device, a first control unit, and a second control unit. The first and second hydraulic devices are connected via hydraulic pipes, and the first hydraulic device is used for braking the first front wheels of the vehicle, while the second hydraulic device is used for braking the second front wheels. The method includes: when the first control unit fails, controlling the first and second hydraulic devices through the second control unit to complete the braking operation on the first and second front wheels. This enables redundant braking of the first front wheels, effectively improving vehicle braking safety.

[0129] Furthermore, the braking system also includes a third control unit and a mechanical actuator; the third control unit is used to control the mechanical actuator, which is used for braking the rear wheels of the vehicle; the above method also includes: identifying the driver's braking intention through the first control unit and sending the braking intention to the third control unit; or, when the first control unit fails, identifying the driver's braking intention through the second control unit and sending the braking intention to the third control unit.

[0130] For the specific implementation process and detailed description, please refer to the relevant control processes of the first control unit 110, the second control unit 120, and the third control unit 130 in the above embodiments, which will not be repeated here.

[0131] According to the solution provided in the embodiments of this application, this application also provides a computer program product, which includes: computer program code, which, when the computer program code is run on a computer, causes the computer to execute the above-described control method.

[0132] According to the solution provided in the embodiments of this application, this application also provides a computer-readable storage medium storing program code, which, when run on a computer, causes the computer to execute the above-described control method.

[0133] According to the solutions provided in the embodiments of this application, this application also provides a terminal device, including a braking system as shown in Embodiment 1 above, or an integrated device as shown in Embodiment 2 above, or an access control device as shown in Embodiment 3 above.

[0134] For example, the terminal device may be a smart home device (including but not limited to televisions, robot vacuum cleaners, smart lamps, audio systems, smart lighting systems, electrical control systems, home background music systems, home theater systems, intercom systems, video surveillance, etc.), a smart transportation device (including but not limited to automobiles, ships, drones, trains, freight cars, trucks, etc.), a smart manufacturing device (including but not limited to robots, industrial equipment, smart logistics, smart factories, etc.), a computer device (including but not limited to desktop computers, personal computers, servers, etc.), a portable electronic device (including but not limited to mobile phones, tablets, PDAs, headphones, speakers, wearable devices (such as smartwatches), in-vehicle devices, virtual reality devices, augmented reality devices, etc.).

[0135] The terms “component,” “module,” “system,” etc., used in this specification are used to refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or software in execution. For example, a component can be, but is not limited to, a process running on a processor, a processor, an object, an executable file, an execution thread, a program, and / or a computer. As illustrated, applications running on computing devices and computing devices can both be components. One or more components may reside in a process and / or an execution thread, and components may be located on a single computer and / or distributed among two or more computers. Furthermore, these components can be executed from various computer-readable media on which various data structures are stored. Components can communicate, for example, via local and / or remote processes based on signals having one or more data packets (e.g., data from two components interacting with another component between a local system, a distributed system, and / or a network, such as the Internet interacting with other systems via signals).

[0136] Those skilled in the art will recognize that the various illustrative logical blocks and steps described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this application.

[0137] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0138] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0139] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0140] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0141] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0142] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A braking system, characterized in that, It includes a first hydraulic device, a second hydraulic device, a first control unit, a second control unit, a third control unit, and a mechanical actuator; wherein the first hydraulic device and the second hydraulic device are connected by hydraulic pipes, and the first hydraulic device is used for braking the first front wheel of the vehicle, the second hydraulic device is used for braking the second front wheel of the vehicle, and the mechanical actuator is used for braking the rear wheel of the vehicle. The first control unit is used to control the first hydraulic device, and to control the first hydraulic device and the second hydraulic device when the second control unit fails. The second control unit is used to control the second hydraulic device, and to control the first hydraulic device and the second hydraulic device when the first control unit fails. The third control unit is used to control the mechanical execution unit; in, The first control unit is further configured to identify the driver's braking intention and send the braking intention to the third control unit; the third control unit controls the mechanical actuator, including: the third control unit receiving the braking intention from the first control unit and, in response to the braking intention, controlling the mechanical actuator; or, The second control unit is further configured to, when the first control unit fails, identify the driver's braking intention and send the braking intention to the third control unit; the third control unit controls the mechanical actuator, including: the third control unit receives the braking intention from the second control unit and, in response to the braking intention, controls the mechanical actuator.

2. The braking system as described in claim 1, characterized in that, The first hydraulic device and the second hydraulic device are connected by hydraulic pipelines, including: The first control valve in the first hydraulic device is connected to the second hydraulic device via the hydraulic pipeline; or... The first hydraulic device is connected to the second control valve in the second hydraulic device via the hydraulic pipeline; or... The first control valve in the first hydraulic device is connected to the second control valve in the second hydraulic device via the hydraulic pipeline.

3. The braking system as described in claim 2, characterized in that, The first control unit controls the first hydraulic device, including: the first control unit controls the first control valve to close; and / or, The second control unit controls the second hydraulic device, including controlling the second control valve to close.

4. The braking system as described in claim 1, characterized in that, The first hydraulic device further includes a third control valve, wherein the third control valve includes a dual coil, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit; When the first control unit fails, the second control unit controls the first hydraulic device, including: When the first control unit fails, the second control unit controls the third control valve to close.

5. The braking system as claimed in claim 1, characterized in that, The first control valve in the first hydraulic device includes a dual coil, one coil of which is connected to the first control unit, and the other coil of which is connected to the second control unit; When the first control unit fails, the second control unit controls the first hydraulic device, including: When the first control unit fails, the second control unit controls the first control valve to close.

6. The braking system according to any one of claims 1-5, characterized in that, The first control unit identifies the driver's braking intention by: acquiring a first sensor signal from the brake pedal in the braking system, and identifying the braking intention based on the first sensor signal; or, The first control unit identifies the driver's braking intention by: acquiring a first sensor signal from the brake pedal and receiving a second sensor signal, and identifying the braking intention based on the first sensor signal and the second sensor signal; wherein the second sensor signal is acquired by the second control unit at the brake pedal in the braking system.

7. The braking system according to any one of claims 1-5, characterized in that, When the first control unit fails, the second control unit identifies the driver's braking intention, including: When the first control unit fails, the second control unit acquires the second sensor signal of the brake pedal in the braking system and identifies the braking intention based on the second sensor signal.

8. The braking system as claimed in claim 1, characterized in that, The third control unit includes the controller in the vehicle.

9. The braking system as claimed in claim 1, characterized in that, The third control unit can be integrated with or set independently of the mechanical execution unit.

10. The braking system as claimed in claim 1, characterized in that, The system also includes an oil reservoir, a master cylinder module, a brake pedal, a push rod, and a pedal simulator; The brake pedal is connected to the master cylinder module via the push rod. One end of the master cylinder module is connected to the oil reservoir via a hydraulic pipe, and the other end of the master cylinder module is connected to the first hydraulic device and the second hydraulic device via hydraulic pipes respectively. One end of the pedal simulator is connected to the oil reservoir via a hydraulic pipe, and the other end of the pedal simulator is connected to the master cylinder module via a hydraulic pipe. The first hydraulic device or the second hydraulic device is also used to control the flow of oil from the master cylinder module into the pedal simulator.

11. The braking system as claimed in claim 10, characterized in that, The pedal simulator is integrated into the first hydraulic device or the second hydraulic device, or the pedal simulator is set up independently of the first hydraulic device and the second hydraulic device.

12. The braking system as claimed in claim 1, characterized in that, The pressure build-up method controlled by the first control unit for the first hydraulic device may be the same as or different from the pressure build-up method controlled by the second control unit for the second hydraulic device.

13. The braking system as claimed in claim 12, characterized in that, The pressure building method includes unidirectional pressure building or bidirectional pressure building.

14. A vehicle, characterized in that, Includes the braking system as described in any one of claims 1-13.

15. A control method, characterized in that, The system is applied to a braking system and includes a first hydraulic device, a second hydraulic device, a first control unit, a second control unit, a third control unit, and a mechanical actuator. The first control unit controls the first hydraulic device, the second control unit controls the second hydraulic device, and the third control unit controls the mechanical actuator. The first hydraulic device and the second hydraulic device are connected by hydraulic pipes, and the first hydraulic device is used for braking the first front wheel of the vehicle, the second hydraulic device is used for braking the second front wheel of the vehicle, and the mechanical actuator is used for braking the rear wheel of the vehicle. The method includes: The first control unit identifies the driver's braking intention and sends the braking intention to the third control unit; When the first control unit fails, the second control unit controls the first and second hydraulic devices to perform braking operations on the first and second front wheels, and identifies the driver's braking intention and sends the braking intention to the third control unit; or... When the second control unit fails, the first control unit controls the first hydraulic device and the second hydraulic device to complete the braking operation on the first front wheel and the second front wheel.

16. The method as described in claim 15, characterized in that, The first hydraulic device and the second hydraulic device are connected by hydraulic pipelines, including: The first control valve in the first hydraulic device is connected to the second control valve in the second hydraulic device via the hydraulic pipeline.

17. The method as described in claim 15 or 16, characterized in that, The first control valve in the first hydraulic device includes a dual coil, one coil of which is connected to the first control unit, and the other coil of which is connected to the second control unit; Controlling the first hydraulic device and the second hydraulic device through the second control unit includes: The second control unit controls the first control valve and the second control valve in the second hydraulic device to close.

18. The method as described in claim 15 or 16, characterized in that, The third control valve in the first hydraulic device includes a dual coil, one coil of which is connected to the first control unit, and the other coil of which is connected to the second control unit; Controlling the first hydraulic device and the second hydraulic device through the second control unit includes: The second control unit controls the closure of the third control valve and the second control valve in the second hydraulic device.

19. A control device, characterized in that, The device includes at least one processor coupled to at least one memory; the at least one processor is configured to execute a computer program or instructions stored in the at least one memory to cause the device to perform the method as described in any one of claims 15 to 18.

20. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program or instructions that, when read and executed by a computer, cause the computer to perform the method as described in any one of claims 15 to 18.

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