Brake architecture for all-four-corner electromechanical brake system

Abstract

The present disclosure provides a brake architecture for an all-four-corner electromechanical brake system. A vehicle braking system may include a first EMB assembly associated with a first wheel; a second EMB assembly associated with a second wheel; a third EMB assembly associated with a third wheel; a fourth EMB assembly associated with a fourth wheel; a control module for controlling the application of signaling and power for operation of the first EMB assembly, the second EMB assembly, the third EMB assembly and the fourth EMB assembly, wherein the power is provided from a first power network and a second power network; the first temporary power supply is used for providing a standby first temporary power supply for the first power network; and a second temporary power source for providing a backup for the second power network.

Description

Technical Field

[0001] The exemplary embodiments relate generally to vehicle braking systems and, more particularly, to a system that provides a full four-corner electromechanical brake (EMB). Background Art

[0002] Electromechanical brakes (EMBs) are becoming increasingly popular as an alternative to hydraulic brakes. EMBs do not rely on a physical or hydraulic connection between the brake pedal and the wheel-end brake components. Since the brake connection is electrical in nature, backup power and signaling must be provided. Therefore, it may be desirable to develop an architecture that provides redundant power supply and signaling capabilities relative to a four-corner full EMB brake system. Summary of the invention

[0003] According to an exemplary embodiment, a vehicle braking system may be provided. The vehicle braking system may include: a first EMB assembly associated with a first wheel; a second EMB assembly associated with a second wheel; a third EMB assembly associated with a third wheel; a fourth EMB assembly associated with a fourth wheel; a control module for controlling signaling and application of power for operation of the first EMB assembly, the second EMB assembly, the third EMB assembly, and the fourth EMB assembly, wherein the power is provided from a first power network and a second power network; a first temporary power source for providing backup for the first power network; and a second temporary power source for providing backup for the second power network.

[0004] In another exemplary embodiment, a method of providing backup brake power to a four-corner full EMB brake system via a control module may be provided. The method may include: monitoring a first power network that supplies power to a first group of ECUs and corresponding EMBs; monitoring a second power network that supplies power to a second group of ECUs and corresponding EMBs; providing power to the first group of ECUs and corresponding EMBs from a first temporary power source in response to detecting a loss of the first power network; and providing power to the second group of ECUs and corresponding EMBs from a second temporary power source in response to detecting a loss of the second power network. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Having thus generally described the invention, reference will now be made to the accompanying drawings, which are not necessarily drawn to scale, and in which:

[0006] Figure 1 A block diagram of a vehicle control system according to an exemplary embodiment is shown;

[0007] Figure 2 According to an exemplary embodiment, Figure 1 a block diagram of some components of a vehicle control system; and

[0008] Figure 3 A block diagram is shown of a method of providing backup brake power to a four corner full EMB brake system via a control module according to an exemplary embodiment. DETAILED DESCRIPTION

[0009] Some exemplary embodiments will now be described more fully below with reference to the accompanying drawings, in which some but not all exemplary embodiments are shown. In fact, the examples described and depicted herein should not be construed as limiting the scope, applicability or configuration of the present disclosure. Rather, these exemplary embodiments are provided so that the present disclosure will meet applicable requirements. The same reference numerals always refer to the same elements. In addition, as used herein, the term "or" will be interpreted as a logical operator whose result is true whenever one or more of its operands are true. As used herein, an operable connection should be understood to involve a direct or indirect connection, in which case the connection can achieve functional interconnection of components that are operably connected to each other.

[0010] Typically, redundancy is required to power an electromechanical brake (EMB) architecture in a passenger vehicle. Providing this redundancy indefinitely can be a very burdensome requirement and may eliminate the possibility of providing this redundancy with a full four-corner EMB brake architecture. However, even for the possibility of a single or double power loss, redundant power can be provided for a limited time. In the event of a single or double power loss, the limited time is sufficient for the vehicle to reach a steady state, so it may become feasible to employ a full four-corner EMB brake architecture. Exemplary embodiments are intended to provide this capability.

[0011] In this regard, an exemplary embodiment may provide a full four-corner EMB system that further provides backup power that, although temporary, is sufficient to slow the vehicle to a stop even in the event of a single or dual power loss. Thus, a network communication and power bus structure is provided to enable signaling and power for dual power loss. Figure 1 A block diagram of an exemplary embodiment of a vehicle control system 100 is shown. Components of the control system 100 may be incorporated into a vehicle 110 (e.g., via an operative connection to a chassis of the vehicle 110, various components of the vehicle 110, and / or an electronic control system of the vehicle 110). It is worth noting that although Figure 1 The components of the control system 100 may be operably coupled to the vehicle 110, but it should be understood that such connection may be direct or indirect. In addition, some of the components of the control system 100 may be connected to the vehicle 110 via intermediate connections to other components of the chassis or other electronic and / or mechanical systems or components.

[0012] The control system 100 may include one or more input devices in the form of one or more control pedals. In some embodiments, the control pedals may include a brake pedal 120, which is typically foot-operated by an operator 125 to initiate the application of a braking force or braking torque at the wheels of the vehicle 110. The brake pedal 120 may be operably coupled to an EMB 1 30 associated with all four wheels, respectively. The EMB 1 30 may be operated under the local control of an electronic control unit (ECU) 1 32. The brake pedal 120 may also be operably coupled to the EMB 1 30 via a brake pedal position sensor 1 34, and the EMB 1 30 may be actuated in response to the operation of a corresponding instance of the ECU 1 32, which receives instructions from a vehicle control module (VCM) 136 operably connected to the brake pedal position sensor 134 to receive position information indicating the brake pedal 120. The brake pedal position sensor 1 34 may provide data indicating the precise position of the brake pedal 120 as input to the VCM 136.

[0013] The EMB 130, the ECU 132, the brake pedal position sensor 134, and / or the VCM 136 may receive power from a power network 140. The power network 140 may include redundant power sources. However, the power network 140 may also include a temporary power source 142 that provides backup power even in the event of a double power loss involving other redundant power sources of the power network 140. Figure 2 Details of the power grid 140 and the temporary power source 142 are described.

[0014] It is noted that the control pedal may alternatively be manually operated or any other operable member via which the operator 125 may provide input indicative of the operator's intent with respect to controlling the net torque applied to the wheels of the vehicle 110. In some cases, the control system 100 may be configured to perform other tasks related or unrelated to propulsion and braking control or performance management.

[0015] In an exemplary embodiment, the control system 100 may receive information for determining a vehicle state from various components or subassemblies 150 of the vehicle 110. Additionally or alternatively, various sensors operably coupled to the components or subassemblies 150 may be included and may provide input to the control system 100 for determining a vehicle state. Such sensors may be part of a sensor network 160, and the sensors of the sensor network 160 may be operably coupled to the control system 100 (and / or the components or subassemblies 150) via one or more instances of a vehicle communication bus 170 (e.g., an Ethernet controller area network (CAN) bus).

[0016] The component or subassembly 150 may include, for example, a braking system, a propulsion system, and / or a wheel assembly of the vehicle 110. The braking system may be configured to provide braking inputs to the braking components of the vehicle 110 and include the components discussed above. One or more corresponding sensors of the sensor network 160 that may be operably coupled to the braking system and / or the wheel assembly may provide information related to braking torque, braking torque change rate, vehicle speed (including the rate of change of speed), front / rear wheel speed, vehicle pitch, etc. Inputs from the sensors of the sensor network 160 may be provided to the control system 100 to enable the control system 100 to provide various primary and secondary (or backup) control functions related to the component or subassembly 150. Thus, for example, the control system 100 may be able to receive numerous different parameters, indications, and other information that may relate to or indicate different situations or conditions associated with the vehicle state. The control system 100 may also receive information indicating the intention of the operator 125 relative to various aspects of controlling the operation of the vehicle 110, and then be configured to use the received information to provide instructions to control the response to the determined situation or condition. Figure 1 The control system 100 of the present invention may be similar to a conventional system in many respects, except that the control system 100 may be modified to include a four-corner EMB 130 and a temporary power source 142 in the power network 140 to ensure the ability to respond to situations where the EMB 130 requires backup power and signaling in the event of a double power loss, as described in reference to Figure 2 Described in more detail.

[0017] Figure 2 A block diagram showing various components of a control system 200, which may be considered to be Figure 1 A specific example of a control system 100, or a portion thereof associated with a vehicle braking system. In this regard, for example, Figure 2 The control system 200 is shown in Figure 1 1 , the brake pedal 120, the EMB 130, the ECU 132, the brake pedal position sensor 134, and / or the VCM 136, and various other elements of the component or subassembly 150 with respect to information received thereby (e.g., from the sensor network 160, from various components / subassemblies in the component / subassembly 150, and / or from the operator 125). Specifically, Figure 2 Details associated with the formation of power network 140 and various communication buses that may be used to provide primary and backup power as well as signaling in the event of a dual power loss are shown.

[0018] The control system 200 may include a brake pedal 120, which may have a corresponding brake pedal position sensor 134 for determining the position of the brake pedal 120 and providing a signal or input indicating the determined position to the VCM 136. In an exemplary embodiment, the brake pedal position sensor 134 may be embodied as a dual sensor, including two separate instances of a position sensor (e.g., a first position sensor 202 and a second position sensor 204), so that the brake pedal position sensor 134 provides redundant sensing capabilities. However, in addition to the redundancy achieved by duplicating the sensors, the first position sensor 202 and the second position sensor 204 may also provide effective backup by employing different sensing technologies. For example, the first position sensor 202 and the second position sensor 204 may employ any different sensor including a magnetic read switch, a Hall effect sensor, or other mechanical, magnetic, or electrical sensing device to determine the percentage of deflection or movement of the brake pedal 120, which is transmitted in electronic form as a position.

[0019] The determined pedal position of the brake pedal 120 may be transmitted from the brake pedal position sensor 134 to the brake module 210, which may include processing circuitry (e.g., a processor and memory) for executing control algorithms or instructions associated with issuing commands to the EMB 130. In embodiments where the brake pedal position sensor 134 is a dual sensor, each of the first position sensor 202 and the second position sensor 204 may include a separate signaling path to the brake module 210 to ensure redundant signaling capabilities independent of each other.

[0020] Figure 1 The EMB 120 of the vehicle 110 may be embodied as a first EMB 220, a second EMB 222, a third EMB 224, and a fourth EMB 226 disposed at each of the four corners of the vehicle 110. Thus, for example, the first EMB 220 may be associated with a first wheel 230 (e.g., a left front wheel) of the vehicle 110. The second EMB 222 may be associated with a second wheel 232 (e.g., a right front wheel) of the vehicle 110. The third EMB 224 may be associated with a third wheel 234 (e.g., a left rear wheel) of the vehicle 110. The fourth EMB 226 may be associated with a fourth wheel 236 (e.g., a right rear wheel) of the vehicle 110.

[0021] Each of the wheels (e.g., the first wheel 230, the second wheel 232, the third wheel 234, and the fourth wheel 236) may have a corresponding wheel speed sensor associated therewith (e.g., a first wheel speed sensor (WSS) 240 for the first wheel 230, a second WSS 242 for the second wheel 232, a third WSS 244 for the third wheel 234, and a fourth WSS 246 for the fourth wheel 236) to measure the wheel speed of a corresponding one of the wheels and provide information about the measured wheel speed to a corresponding instance of the ECU 132. The ECU 132 may include a first ECU 250 associated with the first EMB 220, a second ECU 252 associated with the second EMB 222, a third ECU 254 associated with the third EMB 224, and a fourth ECU 256 associated with the fourth EMB 226. The first ECU 250 may be operably coupled to a first motor 260, which may actuate a brake caliper or a brake drum (based on application of the brake pedal 120) to provide braking torque to a first wheel 230 (e.g., a left front wheel) under the control of the first ECU 250. The second ECU 252 may be operably coupled to a second motor 262, which may actuate a brake caliper or a brake drum (based on application of the brake pedal 120) to provide braking torque to a second wheel 232 (e.g., a right front wheel) under the control of the second ECU 252. The third ECU 254 may be operably coupled to a third motor 264, which may actuate a brake caliper or a brake drum (based on application of the brake pedal 120) to provide braking torque to a third wheel 234 (e.g., a left rear wheel) under the control of the third ECU 254. The fourth ECU 256 may be operably coupled to a fourth motor 266 , which may actuate a brake caliper or brake drum (based on application of the brake pedal 120 ) to provide braking torque to a fourth wheel 236 (eg, a right rear wheel) under control of the fourth ECU 256 .

[0022] The first ECU 250, the second ECU 252, the third ECU 254, and the fourth ECU 256 can obtain electronic instructions for starting the braking function via the first EMB 220, the second EMB 222, the third EMB 224, and the fourth EMB 226 from the VCM 136, and therefore, in this example, there is no mechanical / hydraulic connection between the brake pedal 120 and the corresponding front brake and rear brake. Given that these instructions are transmitted electronically, redundant power supplies are used to ensure that braking can be achieved even if one of the power supplies happens to be lost for any reason. Therefore, a first power network 270 is provided to power the second EMB 222, the second ECU 252, and the second motor 262, as well as the third EMB 224, the third ECU 254, and the third motor 264 via the brake module 210 and the corresponding power network bus (e.g., the first power network bus 272). A second power network 274 is provided to power the first EMB 220, the first ECU 250 and the first motor 260 and the fourth EMB 226, the fourth ECU 256 and the fourth motor 266 via the brake module 210 and the corresponding power network bus (e.g., the second power network bus 276). In this example, the first power network 280 also powers the VCM 1 36. Therefore, all electronic components required for braking are powered by different power supplies and corresponding networks to ensure that power is available for braking. In addition, the main power of the relative corner is shared so that if a single power network in the first power network 270 or the second power network 274 is lost, the main braking power is reserved for the relative corner. For example, if the main power of the first EMB 220 and the fourth EMB 226 is lost (due to the loss of the second power network 274), the main power of the second EMB 222 and the third EMB 224 is reserved (due to the unaffected nature of the third power network 274).

[0023] However, the braking module 210 also includes or is otherwise operably connected to a first temporary power source 280 and a second temporary power source 282. The first temporary power source 280 and the second temporary power source 282 may be supercapacitors or ultracapacitors that ensure sufficient backup power to decelerate the vehicle 110 to a stop in the event of a single or double power loss (i.e., a loss of one or both of the first power network 270 and the second power network 274). Because the size of the supercapacitors is relatively small, the overhead associated with adding them to the system 200 is small from a space or monetary perspective. At the same time, even if one or more ECUs or main power sources are lost, the first temporary power source 280 and the second temporary power source 282 can effectively provide backup power for stopping. In an exemplary embodiment, the first power network 270 may be a quality management (QM) power source, and the second power network 274 may be an ASIL B power source. However, other power sources may be employed in alternative embodiments.

[0024] The first ECU 250 may be operably coupled to the brake module 210 via a first communication bus 290 and a second communication bus 291. One of the first communication bus 290 and the second communication bus 291 may be a public CAN, and the other of the first communication bus 290 and the second communication bus 291 may be a dedicated CAN. The second ECU 252 may be operably coupled to the brake module 210 via a third communication bus 292 and a fourth communication bus 293. One of the third communication bus 292 and the fourth communication bus 293 may be a public CAN, and the other of the third communication bus 292 and the fourth communication bus 293 may be a dedicated CAN. Similarly, the third ECU 254 may be operably coupled to the brake module 210 via a fifth communication bus 294 and a sixth communication bus 295. One of the fifth communication bus 294 and the sixth communication bus 295 may be a public CAN, and the other of the fifth communication bus 294 and the sixth communication bus 295 may be a dedicated CAN. The fourth ECU 256 may be operably coupled to the brake module 210 via a seventh communication bus 296 and an eighth communication bus 297. One of the seventh communication bus 296 and the eighth communication bus 297 may be a public CAN, and the other of the seventh communication bus 296 and the eighth communication bus 297 may be a dedicated CAN. The public CAN associated with each of the second ECU 252 and the third ECU 254 may be operably coupled to the VCM 136 to receive control instructions therefrom via the third communication bus 292 and the fourth communication bus 293, respectively.

[0025] Various network communication buses (i.e., first communication bus 290, second communication bus 291, third communication bus 292, fourth communication bus 293, fifth communication bus 294, sixth communication bus 295, seventh communication bus 296, and eighth communication bus 297) can provide redundant command paths for corresponding ECUs to ensure that signaling for braking torque application can be provided even if one signal path is lost or inoperable for any reason. Utilizing redundant signaling paths and redundant power supplies, and further utilizing temporary power supplies to support the redundant power supplies, exemplary embodiments provide an extremely high level of redundancy. Thus, for example, if a single or double power loss occurs, the corresponding temporary power supply can temporarily provide power for a sufficient time to decelerate the vehicle 110 to a stable (e.g., stopped) state. The first WSS 240, the second WSS 242, the third WSS 244, and the fourth WSS 246 can provide wheel speed information to the corresponding ECU to notify the corresponding ECU to continue to apply the braking signal in the event of a single or double power loss until the wheel speed is reduced to a stable value (e.g., zero). The wheel speeds may also be communicated to the VCM 136 and / or the brake module 210 such that any control algorithms at either the VCM 136 or the brake module 210 may also receive the wheel speed information to apply control signaling accordingly.

[0026] In an exemplary embodiment, a control module (e.g., a brake module 210 and / or a VCM 136) can receive power inputs from each of the first power network 270 and the second power network 274. If either of the power inputs is lost, the brake module 210 can notice the power loss and utilize the corresponding temporary power source to supply backup power to the corresponding ECU. Thus, for example, if the first power network 270 is lost, the brake module 210 can notice the loss and activate the first temporary power source 280 (e.g., connect the first temporary power source 280 to the first power network bus 272) to provide backup power to the second ECU 252 and the third ECU 254, which can be actuated to slow down or stop the vehicle 110. If alternatively (or additionally) the second power network 274 is lost, the braking module 210 can notice the loss and activate the second temporary power source 282 (e.g., connect the second temporary power source 282 to the second power network bus 276) to provide backup power to the first ECU 250 and the fourth ECU 256, which can be actuated to slow down or stop the vehicle 110.

[0027] Figure 3A method of providing backup brake power to a four-corner full EMB brake system according to an exemplary embodiment is shown. The method may include monitoring a first power network that supplies power to a first group of ECUs and corresponding EMBs at operation 300, and monitoring a second power network that supplies power to a second group of ECUs and corresponding EMBs at operation 310. At operation 320, in response to detecting a loss of the first power network, the method may include providing power to the first group of ECUs and corresponding EMBs from a first temporary power source. The method may also include providing power to the second group of ECUs and corresponding EMBs from a second temporary power source in response to detecting a loss of the second power network at operation 330.

[0028] Therefore, a vehicle braking system for a vehicle may be provided. The vehicle braking system may include: a first EMB assembly associated with a first wheel; a second EMB assembly associated with a second wheel; a third EMB assembly associated with a third wheel; a fourth EMB assembly associated with a fourth wheel; a control module (e.g., a brake module and / or a VCM) for controlling signaling and application of power for operation of the first EMB assembly, the second EMB assembly, the third EMB assembly, and the fourth EMB assembly, wherein the power is provided from a first power network and a second power network; a first temporary power source for providing backup for the first power network; and a second temporary power source for providing backup for the second power network.

[0029] The systems of some embodiments may include additional features, modifications, extensions, etc. to achieve further goals or enhance the performance of the system. The additional features, modifications, extensions, etc. may be added in any combination with each other. The following is a list of various additional features, modifications, and extensions, which may be added individually or in any combination with each other. For example, the system may also include a communication bus network that operably couples the control module to the first EMB, the second EMB, the third EMB, and the fourth EMB to provide signaling for actuating the first EMB, the second EMB, the third EMB, and the fourth EMB. In an exemplary embodiment, the communication bus network may include a first communication bus and a second communication bus that operably couples the first EMB assembly to the control module, a third communication bus and a fourth communication bus that operably couples the second EMB assembly to the control module, a fifth communication bus and a sixth communication bus that operably couples the third EMB assembly to the control module, and a seventh communication bus and an eighth communication bus that operably couples the fourth EMB assembly to the control module. In some cases, the first communication bus, the third communication bus, the fifth communication bus, and the seventh communication bus may each be an instance of a dedicated controller area network (CAN) bus, and the second communication bus, the fourth communication bus, the sixth communication bus, and the eighth communication bus may each be an instance of a public CAN bus. In an exemplary embodiment, the first power network is QM power, and the second power network is ASIL B power. In some cases, the first temporary power supply and the second temporary power supply are each supercapacitors. In an exemplary embodiment, the first EMB assembly may be actuated by a first motor, the first motor is controlled by a first electronic control unit (ECU), the second EMB assembly may be actuated by a second motor, the second motor is controlled by a second ECU, the third EMB assembly may be actuated by a third motor, the third motor is controlled by a third ECU, and the fourth EMB assembly may be actuated by a fourth motor, the fourth motor is controlled by a fourth ECU. In some cases, the first power network may be operably coupled to the first ECU and the fourth ECU, and the second power network may be operably coupled to the second ECU and the third ECU. In an exemplary embodiment, the first temporary power source can be operably connected to the first ECU and the fourth ECU to provide backup power for operation of the first EMB assembly and the fourth EMB assembly in response to a loss of the first power network, and the second temporary power source can be operably connected to the second ECU and the third ECU to provide backup power for operation of the second EMB assembly and the third EMB assembly in response to a loss of the second power network.In some cases, the brake pedal of the system may be operably coupled to the control module via a brake pedal position sensor, which provides an electronic signal indicating the position of the brake pedal to the control module. In an exemplary embodiment, the brake pedal position sensor may include a first position sensor and a second position sensor, each of which independently determines the position of the brake pedal and each independently provides an instance of the electronic signal to the control module. In some cases, the first position sensor and the second position sensor may employ different sensing technologies. In some examples, a first wheel speed sensor provides a first wheel speed to the first ECU, a second wheel speed sensor provides a second wheel speed to the second ECU, a third wheel speed sensor provides a third wheel speed to the third ECU, and a fourth wheel speed sensor provides a fourth wheel speed to the fourth ECU. In response to a loss of the first power network or the second power network, the control module commands the first ECU, the second ECU, the third ECU, and the fourth ECU to apply a braking torque until the first wheel speed, the second wheel speed, the third wheel speed, and the fourth wheel speed are reduced to zero.

[0030] A person skilled in the art of the invention to which the present invention belongs who has benefited from the teachings presented in the foregoing description and the associated drawings will think of many modifications and other embodiments of the invention set forth herein. Therefore, it should be understood that the present invention is not limited to the specific embodiments disclosed, and modifications and other embodiments are intended to be included within the scope of the appended claims. In addition, although the foregoing description and the associated drawings describe exemplary embodiments in the context of certain exemplary combinations of elements and / or functions, it should be understood that alternative embodiments may provide different combinations of elements and / or functions without departing from the scope of the appended claims. In this regard, for example, as may be set forth in some of the appended claims, combinations of elements and / or functions different from those explicitly described above are also contemplated. Where advantages, benefits, or solutions to problems are described herein, it should be understood that such advantages, benefits, and / or solutions may be applicable to some exemplary embodiments, but not necessarily to all exemplary embodiments. Therefore, any advantages, benefits, or solutions described herein should not be considered to be critical, necessary, or essential to all embodiments or embodiments claimed herein. Although specific terms are employed herein, they are used only in a general and descriptive sense, not for the purpose of limitation.

[0031] According to the present invention, a vehicle braking system is provided, which has: a first electromechanical brake (EMB) assembly associated with a first wheel; a second EMB assembly associated with a second wheel; a third EMB assembly associated with a third wheel; a fourth EMB assembly associated with a fourth wheel; a control module for controlling the application of signaling and power for the operation of the first EMB assembly, the second EMB assembly, the third EMB assembly and the fourth EMB assembly, the power being provided from a first power network and a second power network; a first temporary power source for providing backup for the first power network; and a second temporary power source for providing backup for the second power network.

[0032] According to an embodiment, the present invention is also characterized by a communication bus network that operably connects the control module to the first EMB, the second EMB, the third EMB and the fourth EMB to provide signaling for actuating the first EMB, the second EMB, the third EMB and the fourth EMB.

[0033] According to an embodiment, the communication bus network includes: a first communication bus and a second communication bus that operably connect the first EMB assembly to the control module, a third communication bus and a fourth communication bus that operably connect the second EMB assembly to the control module, a fifth communication bus and a sixth communication bus that operably connect the third EMB assembly to the control module, and a seventh communication bus and an eighth communication bus that operably connect the fourth EMB assembly to the control module.

[0034] According to an embodiment, the first communication bus, the third communication bus, the fifth communication bus and the seventh communication bus are each an instance of a dedicated controller area network (CAN) bus, and the second communication bus, the fourth communication bus, the sixth communication bus and the eighth communication bus are each an instance of a common CAN bus.

[0035] According to an embodiment, the first power network is QM power and the second power network is ASIL B power.

[0036] According to an embodiment, the first temporary power source and the second temporary power source are each supercapacitors.

[0037] According to an embodiment, the first EMB assembly is actuated by a first motor, which is controlled by a first electronic control unit (ECU), the second EMB assembly is actuated by a second motor, which is controlled by a second ECU, the third EMB assembly is actuated by a third motor, which is controlled by a third ECU, and the fourth EMB assembly is actuated by a fourth motor, which is controlled by a fourth ECU.

[0038] According to an embodiment, the first power network is operatively coupled to the first ECU and the fourth ECU, and the second power network is operatively coupled to the second ECU and the third ECU.

[0039] According to an embodiment, the first temporary power source is operably connected to the first ECU and the fourth ECU to provide backup power for operation of the first EMB assembly and the fourth EMB assembly in response to a loss of the first power network, and wherein the second temporary power source is operably connected to the second ECU and the third ECU to provide backup power for operation of the second EMB assembly and the third EMB assembly in response to a loss of the second power network.

[0040] According to an embodiment, a first wheel speed sensor provides a first wheel speed to the first ECU, a second wheel speed sensor provides a second wheel speed to the second ECU, a third wheel speed sensor provides a third wheel speed to the third ECU, and a fourth wheel speed sensor provides a fourth wheel speed to the fourth ECU, and wherein in response to a loss of the first power network or the second power network, the control module may command the first ECU, the second ECU, the third ECU, and the fourth ECU to apply braking torque until the first wheel speed, the second wheel speed, the third wheel speed, and the fourth wheel speed are reduced to zero.

[0041] According to an embodiment, a brake pedal of the system is operatively coupled to the control module via a brake pedal position sensor, which provides an electronic signal indicative of a position of the brake pedal to the control module.

[0042] According to an embodiment, the brake pedal position sensor includes a first position sensor and a second position sensor, the first position sensor and the second position sensor each independently determining the position of the brake pedal and each independently providing an instance of the electronic signal to the control module.

[0043] According to an embodiment, the first position sensor and the second position sensor employ different sensing technologies.

[0044] According to the present invention, a method for providing backup braking power to a four-corner full EMB braking system via a control module includes: monitoring a first power network that supplies power to a first group of ECUs and corresponding EMBs; monitoring a second power network that supplies power to a second group of ECUs and corresponding EMBs; providing power to the first group of ECUs and corresponding EMBs from a first temporary power supply in response to detecting a loss of the first power network; and providing power to the second group of ECUs and corresponding EMBs from a second temporary power supply in response to detecting a loss of the second power network.

[0045] In one aspect of the present invention, the first group of ECUs includes a first ECU and a fourth ECU associated with a first group of wheels at relative corners of the vehicle, wherein the second group of ECUs includes a second ECU and a third ECU associated with a second group of wheels at relative corners of the vehicle, wherein the first power network is operably connected to the first ECU and the fourth ECU, and the second power network is operably connected to the second ECU and the third ECU.

[0046] In one aspect of the present invention, the first temporary power source is operably connected to the first ECU and the fourth ECU to provide backup power for operation of the first EMB assembly and the fourth EMB assembly in response to a loss of the first power network, and wherein the second temporary power source is operably connected to the second ECU and the third ECU to provide backup power for operation of the second EMB assembly and the third EMB assembly in response to a loss of the second power network.

[0047] In one aspect of the present invention, a brake pedal is operatively coupled to the control module via a brake pedal position sensor that provides an electronic signal to the control module indicative of a position of the brake pedal.

[0048] In one aspect of the present invention, the brake pedal position sensor includes a first position sensor and a second position sensor, wherein the first position sensor and the second position sensor each independently determine the position of the brake pedal and each independently provide an instance of the electronic signal to the control module, and wherein the first position sensor and the second position sensor employ different sensing technologies.

[0049] In one aspect of the invention, the first power network is QM power and the second power network is ASIL B power.

[0050] In one aspect of the invention, the first temporary power source and the second temporary power source are each supercapacitors.

Claims

1. A vehicle braking system, comprising: a first electromechanical brake (EMB) assembly associated with the first wheel; a second EMB assembly associated with a second wheel; a third EMB assembly associated with a third wheel; a fourth EMB assembly associated with a fourth wheel; a control module for controlling signaling and application of power for operation of the first EMB assembly, the second EMB assembly, the third EMB assembly, and the fourth EMB assembly, the power being provided from a first power network and a second power network; Used to provide a first temporary backup power source for the first power network; as well as Used to provide a backup second temporary power source for the second power network.

2. The vehicle braking system of claim 1 , further comprising a communication bus network operably coupling the control module to the first, second, third, and fourth EMBs to provide signaling for actuating the first, second, third, and fourth EMBs.

3. The vehicle braking system according to claim 2, wherein the communication bus network comprises: operatively coupling the first EMB assembly to a first communication bus and a second communication bus of the control module; operatively coupling the second EMB assembly to a third communication bus and a fourth communication bus of the control module; operatively coupling the third EMB assembly to a fifth communication bus and a sixth communication bus of the control module; as well as The fourth EMB assembly is operably coupled to a seventh communication bus and an eighth communication bus of the control module.

4. The vehicle braking system of claim 3, wherein the first communication bus, the third communication bus, the fifth communication bus, and the seventh communication bus are each instances of a dedicated controller area network (CAN) bus, and the second communication bus, the fourth communication bus, the sixth communication bus, and the eighth communication bus are each instances of a common CAN bus.

5. A vehicle braking system according to any preceding claim, wherein the first power network is QM power and the second power network is ASIL B power, and wherein the first temporary power source and the second temporary power source are each supercapacitors.

6. A vehicle braking system according to any preceding claim, wherein the first EMB assembly is actuated by a first motor, the first motor is controlled by a first electronic control unit (ECU), the second EMB assembly is actuated by a second motor, the second motor is controlled by a second ECU, the third EMB assembly is actuated by a third motor, the third motor is controlled by a third ECU, and the fourth EMB assembly is actuated by a fourth motor, the fourth motor is controlled by a fourth ECU. 7 . The vehicle brake system according to claim 6 , wherein the first power network is operably coupled to the first ECU and the fourth ECU, and the second power network is operably coupled to the second ECU and the third ECU.

8. The vehicle braking system of claim 7, wherein the first temporary power source is operably coupled to the first ECU and the fourth ECU to provide backup power for operation of the first EMB assembly and the fourth EMB assembly in response to a loss of the first power network, and Wherein the second temporary power source is operably coupled to the second ECU and the third ECU to provide backup power for operation of the second EMB assembly and the third EMB assembly in response to a loss of the second power network.

9. The vehicle braking system of claim 7, wherein a first wheel speed sensor provides a first wheel speed to the first ECU, a second wheel speed sensor provides a second wheel speed to the second ECU, a third wheel speed sensor provides a third wheel speed to the third ECU, and a fourth wheel speed sensor provides a fourth wheel speed to the fourth ECU, and Wherein in response to the loss of the first power network or the second power network, the control module commands the first ECU, the second ECU, the third ECU and the fourth ECU to apply braking torque until the first wheel speed, the second wheel speed, the third wheel speed and the fourth wheel speed are reduced to zero.

10. A vehicle braking system according to any preceding claim, wherein a brake pedal of the system is operatively coupled to the control module via a brake pedal position sensor which provides an electronic signal to the control module indicative of the position of the brake pedal.

11. The vehicle braking system of claim 10, wherein the brake pedal position sensor comprises a first position sensor and a second position sensor, wherein the first position sensor and the second position sensor each independently determine the position of the brake pedal and each independently provide an instance of the electronic signal to the control module, and wherein the first position sensor and the second position sensor employ different sensing technologies.

12. A method of providing backup brake power to a four-corner full EMB brake system via a control module, the method comprising: monitoring a first power network supplying power to a first group of ECUs and corresponding EMBs; monitoring a second power network supplying power to a second group of ECUs and corresponding EMBs; providing power from a first temporary power source to the first group of ECUs and corresponding EMBs in response to detecting a loss of the first power network; and Power is provided to the second group of ECUs and corresponding EMBs from a second temporary power source in response to detecting a loss of the second power network.

13. The method of claim 12, wherein the first group of ECUs includes a first ECU and a fourth ECU associated with a first group of wheels at opposite corners of the vehicle, wherein the second group of ECUs includes a second ECU and a third ECU associated with a second group of wheels at opposite corners of the vehicle, wherein the first power network is operably coupled to the first ECU and the fourth ECU, and the second power network is operably coupled to the second ECU and the third ECU, wherein the first temporary power source is operably coupled to the first ECU and the fourth ECU to provide backup power for operation of the first EMB assembly and the fourth EMB assembly in response to a loss of the first power network, and Wherein the second temporary power source is operably coupled to the second ECU and the third ECU to provide backup power for operation of the second EMB assembly and the third EMB assembly in response to a loss of the second power network.

14. The method of claim 12, wherein a brake pedal is operably coupled to the control module via a brake pedal position sensor, the brake pedal position sensor providing an electronic signal indicative of a position of the brake pedal to the control module, wherein the brake pedal position sensor comprises a first position sensor and a second position sensor, the first position sensor and the second position sensor each independently determining the position of the brake pedal and each independently providing an instance of the electronic signal to the control module, and The first position sensor and the second position sensor adopt different sensing technologies.

15. The method of claim 12, wherein the first power network is QM power and the second power network is ASIL B power, and wherein the first temporary power source and the second temporary power source are each supercapacitors.

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