Redundancy control framework, method and system of mechanical electronic braking system and vehicle

Abstract

The invention discloses a redundancy control framework, method and system of a mechano-electronic brake system and a vehicle. A first brake control unit, a second brake control unit and a third brake control unit in the redundancy control framework generate corresponding brake requests according to output signals of a pedal sensing unit; the first brake control unit, the second brake control unit and the third brake control unit transmit own state information to the first communication channel, wherein the state information comprises one or more of failure, non-failure, availability and unavailability; the first brake control unit transmits a first brake request to the second communication channel, the second brake control unit transmits a second brake request to the third communication channel, and the third brake control unit transmits a third brake request to the second communication channel and / or the third communication channel; the wheel end brake actuator is configured to be electrically connected with the first communication channel, the second communication channel and the third communication channel so as to obtain state requests and brake requests transmitted by the first brake control unit, the second brake control unit and the third brake control unit. The reliability of the brake system can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of wire-controlled braking, and in particular to a redundant control architecture, method, system and vehicle of a mechanical electronic braking system. Background Art

[0002] With the popularization of autonomous driving technology, the importance of wire-controlled chassis has become increasingly prominent. Among them, the electromechanical braking system (EMB), as an advanced direction of wire-controlled braking, has significant technical advantages and application prospects. EMB not only supports all current complex braking functions, such as anti-lock braking system (ABS), traction control system (TRC) and vehicle dynamics control system (VDC), but also can achieve more efficient and precise braking control through the cooperation of distributed actuators and domain controllers.

[0003] At present, the electronic mechanical brake system converts the braking request into the wheel-end piston brake pressure through the electronically controlled hydraulic drive device. Long-term use may cause the risk of structural integrity damage and pressure transmission medium performance degradation, resulting in reduced braking efficiency. In addition, the controller of the wire-controlled hydraulic brake system uses a fail-safe strategy to meet the braking needs of the entire vehicle when a fault occurs, which may lead to insufficient emergency operation time after a fault.

[0004] Specifically, the existing redundant braking system is usually equipped with two sets of brake control units (Brake Control Unit, BCU), one main and one auxiliary. Its working mode is: the pedal sensing unit (Pedal Sensing Unit, PSU) sends the measured driver's pedal depression depth to the two sets of brake control units respectively to support the calculation of the vehicle deceleration request. The two sets of BCUs designed in the main and auxiliary design calculate the driver's deceleration request respectively, and arbitrate with the vehicle brake control unit (VCU) deceleration request in the public communication channel to calculate the vehicle deceleration request.

[0005] The main and auxiliary BCUs monitor the current controller fault status respectively. When there is a controller operation fault, the other BCU takes over the braking control and distribution actively. The independent wheel-end braking requests and controller takeover information are sent to the wheel-end EMB execution unit through private communication channels. After all BCU failures occur, the VCU sends an emergency braking request directly to the wheel-end EMB execution unit through the public communication channel; the wheel-end EMB execution unit converts the braking request into brake disc friction.

[0006] It can be seen that the existing redundant braking system only supports responding to the VCU after both the main and auxiliary BCUs fail. The driver cannot directly and quickly control the vehicle to decelerate through the brake control device. When the driver needs to actively take over the braking through the pedal sensing unit, the braking time required for the fixed deceleration gradient to reach the target deceleration will become longer. Failure to brake in time may cause a collision with the vehicle in front, posing a risk to the entire vehicle scenario.

[0007] The disclosure of the above background technology content is only used to assist in understanding the inventive concept and technical solution of the present invention. It does not necessarily belong to the prior art of the present application, nor does it necessarily provide technical guidance. In the absence of clear evidence that the above content has been disclosed before the filing date of the present application, the above background technology should not be used to evaluate the novelty and creativity of the present application. Summary of the invention

[0008] The purpose of the present invention is to provide a redundant control architecture and monitoring system for a mechanical electronic brake system, which can realize more reliable and efficient execution of vehicle braking requests and improve driving safety performance.

[0009] To achieve the above object, the technical solution adopted by the present invention is as follows:

[0010] A redundant control architecture of a mechanical electronic brake system, comprising a pedal sensing unit, a first brake control unit, a second brake control unit, a third brake control unit, a wheel-end brake actuator, a first communication channel, a second communication channel and a third communication channel;

[0011] The first brake control unit, the second brake control unit and the third brake control unit respectively generate corresponding brake requests according to the output signal of the pedal sensing unit;

[0012] The first brake control unit, the second brake control unit and the third brake control unit are configured to transmit their own status information to the first communication channel, and the status information includes one or more of fault, non-fault, available and unavailable;

[0013] The first brake control unit is configured to transmit a first brake request to the second communication channel, the second brake control unit is configured to transmit a second brake request to the third communication channel, and the third brake control unit is configured to transmit a third brake request to the second communication channel and / or the third communication channel;

[0014] The wheel-end brake actuator is configured to be electrically connected to the first communication channel to the third communication channel respectively to obtain the state request and the braking request transmitted by the first brake control unit, the second brake control unit and the third brake control unit.

[0015] Further, based on any one of the technical solutions or a combination of multiple technical solutions described above, the state information of the first brake control unit is configured with first state information, and the first brake control unit is configured to monitor the first state information and publish a first brake request and the first state information on the first communication channel and the second communication channel;

[0016] The state information of the second brake control unit is configured with second state information, the second brake control unit is configured to monitor the second state information and publish a second brake request and the second state information on the first communication channel and the third communication channel;

[0017] The third brake control unit is configured to obtain the first state information and the second state information through the first communication channel, and to obtain the first state information through the second communication channel.

[0018] Further, based on any one of the technical solutions or a combination of multiple technical solutions mentioned above, the status information of the third braking control unit is configured with third status information, and the third braking control unit is configured to monitor the third status information and publish the second status information on the first communication channel and the second communication channel.

[0019] Further, based on any one of the above technical solutions or a combination of multiple technical solutions, when the first state information and / or the second state information obtained by the third braking control unit is a non-fault state, the third braking control unit does not issue a third braking request to the second communication channel;

[0020] When the first state information and / or the second state information acquired by the third brake control unit is a fault state, the third brake control unit issues the third brake request to the second communication channel.

[0021] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, when the first state information and / or the second state information obtained by the third brake control unit is in a non-fault state, the frequency at which the third brake control unit publishes the second state information to the second communication channel is lower than the frequency at which the second brake control unit publishes the second state information; it should be noted that the first brake control unit, as the main brake control unit, publishes state information at a frequency not lower than the frequency at which the second brake control unit publishes state information;

[0022] When the first state information and / or second state information acquired by the third brake control unit is a fault state, the frequency at which the third brake control unit publishes the second state information to the second communication channel is lower than the frequency at which the second brake control unit publishes the second state information.

[0023] Further, based on any one of the technical solutions or a combination of multiple technical solutions described above, when the wheel-end brake actuator obtains the first status information through the second communication channel and determines that the first brake control unit is in an available state, the wheel-end brake actuator executes the braking request issued by the first brake control unit.

[0024] Further, based on any one of the technical solutions or a combination of multiple technical solutions described above, when the wheel-end brake actuator obtains the first state information through the second communication channel and determines that the first brake control unit is in an unavailable state, the wheel-end brake actuator executes to obtain the second state information through a third communication channel and determines the available state of the second brake control unit;

[0025] If the second brake control unit is in an available state, the wheel-end brake actuator executes the brake request issued by the second brake control unit.

[0026] Further, based on any one of the above technical solutions or a combination of multiple technical solutions, if the second brake control unit is in an unavailable state, the wheel-end brake actuator acquires the third state information through the second communication channel and determines the available state of the third brake control unit;

[0027] If the third brake control unit is in an available state, the wheel-end brake actuator executes the brake request issued by the third brake control unit.

[0028] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, the wheel-end brake actuator includes a first wheel-end brake actuator to a fourth wheel-end brake actuator;

[0029] When the first brake control unit, the second brake control unit and the third brake control unit are all in an unavailable state, the first wheel-end brake actuator to the fourth wheel-end brake actuator respectively determine the communication state between themselves and the other wheel-end brake actuators through the first communication channel;

[0030] The wheel-end brake actuators that can communicate with each other among the first to fourth wheel-end brake actuators execute a preset first braking scheme, and the wheel-end brake actuators that cannot communicate with other wheel-end brake actuators execute a preset second braking scheme.

[0031] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, the first braking solution includes: performing braking with a fixed target braking force and a fixed increase slope; and / or,

[0032] The second braking scheme includes: reducing the braking force until the braking force is restored to a state without braking force.

[0033] Further, based on any one of the above technical solutions or a combination of multiple technical solutions, the pedal sensing unit includes three pedal sensors, the pedal sensors are configured to obtain state information of the brake pedal, and the three pedal sensors are electrically connected to the first brake control unit, the second brake control unit and the third brake control unit in a one-to-one correspondence; and / or,

[0034] It also includes a vehicle control unit, which is configured to be electrically and communicatively connected to the first communication channel.

[0035] According to another aspect of the present invention, a redundant braking control method is provided, which is applicable to the redundant control architecture of the mechanical electronic braking system described in any one of the above technical solutions or a combination of multiple technical solutions, and the method comprises the following steps:

[0036] When the first brake control unit is in an available state, the wheel-end brake actuator executes a first brake request issued by the first brake control unit;

[0037] When the first brake control unit is in an unavailable state, if the second brake control unit is in an available state, the wheel-end brake actuator executes a second brake request issued by the second brake control unit;

[0038] If the first brake control unit and the second brake control unit are both in an unavailable state, and the first brake control unit is in an available state, the wheel-end brake actuator executes a third brake request issued by the third brake control unit;

[0039] If the first to third brake control units are all in an unavailable state, the wheel-end brake actuator executes a preset braking scheme.

[0040] Further, based on any one of the above-mentioned technical solutions or a combination of multiple technical solutions, the redundant braking control method further includes the following steps:

[0041] If the first to third brake control units are all in an unavailable state, the wheel-end brake actuators that can communicate with each other execute a preset first braking scheme, wherein the first braking scheme includes: performing braking with a fixed target braking force and a fixed increase slope;

[0042] The wheel-end brake actuator that cannot communicate with other wheel-end brake actuators executes a preset second braking scheme, wherein the second braking scheme includes: reducing the braking force until it is restored to a state without braking force.

[0043] According to another aspect of the present invention, a mechanical electronic brake system is provided, comprising a redundant control architecture of the mechanical electronic brake system as described in any one of the above technical solutions or a combination of multiple technical solutions.

[0044] According to another aspect of the present invention, a vehicle is provided, comprising a mechanical electronic braking system as described in any one of the above technical solutions or a combination of multiple technical solutions.

[0045] The beneficial effects brought by the technical solution provided by the present invention are as follows:

[0046] a. The present invention deploys a first brake control unit and a second brake control unit that are independent of each other. The two brake control units communicate with all wheel-end brake actuators through two private communication channels, namely, a second communication channel and a third communication channel, respectively. In addition, a linear pedal sensor is additionally deployed to identify the driver's pedal actuation depth. The additionally deployed third brake control unit receives the measurement signal of the newly added pedal sensor and calculates and generates the driver's brake request. On the basis of the original dual brake control redundancy, the third brake control unit can take over any one of the first brake control unit and the second brake control unit, and can continue to operate with the control strategy of a redundant complete controller, thereby improving the safety of the system;

[0047] b. In the present invention, when the first brake control unit, the second brake control unit and the third brake control unit are all in an unavailable state, the wheel-end brake actuators that can communicate with each other perform braking with a fixed target braking force and a fixed increase slope. This solution allows the vehicle to brake more smoothly and quickly, and the wheel-end brake actuators that cannot communicate with other wheel-end brake actuators reduce the braking force until it returns to a state of no braking force, which can improve the reliability and safety of vehicle braking in emergency situations;

[0048] c. The present invention sets the third brake control unit to a silent state when the first and second brake control units are in an available state. The frequency at which the third brake control unit publishes the second state information to the second communication channel is lower than the frequency at which the second brake control unit publishes the second state information, and no braking request is sent. This can improve the safety and reliability of the mechanical electronic brake system while also ensuring the response speed and performance of the mechanical electronic brake system. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0050] Figure 1 A block diagram of a redundant control architecture of a mechanical electronic brake system provided for an exemplary embodiment of the present invention;

[0051] Figure 2 A flow chart of a redundant control method of a mechanical electronic brake system provided by an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0052] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0053] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, device, product or equipment that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0054] In one embodiment of the present invention, a redundant control architecture of a mechanical electronic brake system is provided, such as Figure 1 As shown, the redundant control architecture includes a pedal sensing unit 20 (PSU), a first brake control unit 31 (BCU1), a second brake control unit 32 (BCU2), a third brake control unit 33 (BCU3), a wheel-end brake actuator (EMB_XY), a first communication channel 51, a second communication channel 52 and a third communication channel 53;

[0055] The first brake control unit 31 (BCU1), the second brake control unit 32 (BCU2) and the third brake control unit 33 (BCU3) respectively generate corresponding brake requests according to the output signal of the pedal sensing unit 20 (PSU);

[0056] The first brake control unit 31 (BCU1), the second brake control unit 32 (BCU2) and the third brake control unit 33 (BCU3) are configured to transmit their own status information to the first communication channel 51, and the status information includes one or more of fault, non-fault, available and unavailable;

[0057] The first brake control unit 31 (BCU1) is configured to transmit a first brake request to the second communication channel 52, the second brake control unit 32 (BCU2) is configured to transmit a second brake request to the third communication channel 53, and the third brake control unit 33 (BCU3) is configured to transmit a third brake request to the second communication channel 52 and / or the third communication channel 53;

[0058] The wheel-end brake actuator (EMB_XY) is configured to be electrically connected to the first communication channel 51 to the third communication channel 53 respectively to obtain the status request and braking request transmitted by the first brake control unit 31 (BCU1), the second brake control unit 32 (BCU2) and the third brake control unit 33 (BCU3).

[0059] It should be noted that, in one embodiment of the present application, the available state indicates that the brake control unit is in a state where it can be used normally and does not need to be replaced by other brake control units; the unavailable state indicates that the brake control unit is in a state where it cannot be used normally and needs to be replaced by other brake control units; the fault state indicates that there is a fault in the brake control unit. Specifically, the fault state can be further divided into minor faults, moderate faults, and major faults as needed. The non-fault state indicates that there is no fault in the brake control unit. In the present application, a brake control unit in a non-fault state must be in an available state, and an available state is not necessarily a non-fault state. Specifically, in some application examples, a brake control unit with a minor fault may also be in an available state. Similarly, an unavailable state must be a fault state, but a fault state is not necessarily an unavailable state.

[0060] Of course, in other embodiments of the present application, the states of each brake control unit can also be strictly divided into available state and unavailable state, that is, the fault state is the unavailable state, and the available state is the non-fault state. Both of these embodiments fall within the protection scope of the present application.

[0061] The redundant control architecture of the mechanical electronic braking system also includes a vehicle control unit 10 (VCU), which is configured to be electrically and communicatively connected to the first communication channel for sending acceleration requests, braking requests, steering requests, etc. to the first communication channel.

[0062] Mechanical and electronic brake systems for four-wheel vehicles, such as Figure 1 As shown, the wheel-end brake actuator (EMB_XY) includes a left front wheel-end brake actuator 41 (EMB_FL), a right front wheel-end brake actuator 42 (EMB_FR), a left rear wheel-end brake actuator 43 (EMB_RL), and a right rear wheel-end brake actuator 44 (EMB_RR). The four groups of wheel-end brake actuators are electrically connected to the first communication channel 51, respectively, and the status information of the first brake control unit 31 (BCU1), the second brake control unit 32 (BCU2) and the third brake control unit 33 (BCU3) and the brake request sent by the vehicle control unit are obtained through the first communication channel 51.

[0063] In this embodiment, the first communication channel 51 is a public communication channel (Public Comm Channel 1), and the vehicle control unit 10, the first brake control unit 31, the second brake control unit 32, the third brake control unit 33 and the wheel-end brake actuator are respectively electrically connected to the first communication channel 51 and communicate with each other through the first communication channel 51.

[0064] The second communication channel 52 and the third communication channel 53 are two private communication channels (Private CommChannel1 / 2). The first brake control unit 31 (BCU1), the third brake control unit 33 (BCU3) and the wheel-end brake actuator (EMB_XY) are electrically connected to the second communication channel 52 respectively and communicate with each other through the second communication channel 52.

[0065] The second brake control unit 32 ( BCU2 ) and the wheel-end brake actuator (EMB_XY) are respectively electrically connected to the third communication channel 53 and communicate with each other through the third communication channel 53 .

[0066] The first brake control unit 31 (BCU1), the second brake control unit 32 (BCU2), and the third brake control unit 33 (BCU3) respectively determine corresponding brake requests according to the output signal of the pedal sensing unit 20 (PSU) and publish them on corresponding communication channels for other units to obtain.

[0067] Specifically, the pedal sensing unit 20 (PSU) includes three pedal sensors, which are configured to obtain state information of the brake pedal. The three pedal sensors are electrically connected to the first brake control unit, the second brake control unit and the third brake control unit in a one-to-one correspondence.

[0068] Compared with the existing hydraulic braking system, the mechanical electronic braking system only adjusts the friction braking force generated by the wheel-end brake actuator through electronic control signals, and is only powered by the vehicle battery, consuming only electrical power to achieve wheel-end braking activities. It is therefore more energy-efficient and can avoid problems such as damage to pipelines or actuators in traditional hydraulic braking systems, as well as the problem of a rapid decrease in the braking effect of the entire vehicle due to the communicating vessel effect of the hydraulic pipeline.

[0069] At present, mechanical electronic brake systems include single brake controller and dual brake controller. For mechanical electronic brake systems with only a single brake controller, if the single brake controller fails, the vehicle needs to stop to a safe position as soon as possible, and cannot continue to support long-term operation with a complete redundant control strategy, and the safety performance is also low. In order to improve the safety of vehicle driving, the existing mainstream technology deploys a dual brake control unit with a main and auxiliary design and a dual driver brake control device (pedal sensor) to identify the driver's continuous braking request, calculate the brake request distribution of each actuator, and adjust the wheel-end braking force to ensure the stability of the vehicle. However, under special working conditions, after the dual brake control unit fails, the driver cannot continuously control the braking request through the brake pedal simulation unit to avoid risky road conditions.

[0070] The BCU1 and BCU2 described in this application maintain independence from each other, and communicate with all wheel-end brake actuators (EMB_XY) through two private communication channels, namely the second communication channel 52 (CAN2) and the third communication channel 53 (CAN3). When BCU1 fails, BCU2 takes over BCU1, and additionally deploys a linear pedal sensor to identify the driver's pedal actuation depth, and additionally deploys BCU3 to receive the measurement signal of the newly added pedal sensor and calculate and generate the driver's braking request. On the basis of the original dual brake control redundancy, a new controller availability monitoring strategy is introduced.

[0071] In one embodiment of the present invention, see Figure 2 , the monitoring strategy of the redundant control architecture of the mechanical electronic brake system includes:

[0072] The state information of the first brake control unit is configured as first state information, and the first brake control unit is configured to monitor the first state information and publish a first brake request and the first state information on the first communication channel and the second communication channel.

[0073] The state information of the second brake control unit is configured as second state information, and the second brake control unit is configured to monitor the second state information and publish a second brake request and the second state information on the first communication channel and the third communication channel.

[0074] The third brake control unit is configured to obtain the first state information and the second state information through the first communication channel, and to obtain the first state information through the second communication channel.

[0075] The state information of the third brake control unit is configured as third state information, and the third brake control unit is configured to monitor the third state information and publish the second state information on the first communication channel and the second communication channel.

[0076] When the first state information obtained by the third braking control unit is a non-fault state, the third braking control unit does not issue a third braking request to the second communication channel; when the first state information obtained by the third braking control unit is a fault state, the third braking control unit issues the third braking request to the second communication channel.

[0077] In order to ensure the response speed and performance of the mechanical electronic brake system, in one embodiment of the present invention, when the first brake control is in a non-fault state, the third brake control unit is in a silent state to occupy as little bandwidth as possible. Specifically, when the first state information obtained by the third brake control unit is in a non-fault state, the frequency of the third brake control unit publishing the second state information to the second communication channel is lower than the frequency of the second brake control unit publishing the second state information.

[0078] When the first state information acquired by the third brake control unit is a fault state, the frequency at which the third brake control unit publishes the second state information to the second communication channel is lower than the frequency at which the second brake control unit publishes the second state information.

[0079] When the wheel-end brake actuator obtains the first status information through the second communication channel and determines that the first brake control unit is in an available state, the wheel-end brake actuator executes the braking request issued by the first brake control unit and ignores the braking request sent by the second brake control unit. At this time, the third brake control unit does not send a braking request.

[0080] When the wheel-end brake actuator acquires the first state information through the second communication channel and determines that the first brake control unit is in an unavailable state, the wheel-end brake actuator acquires the second state information through the third communication channel and determines the available state of the second brake control unit. If the second brake control unit is in an available state, the wheel-end brake actuator executes the second brake control unit.

[0081] If the second brake control unit is in an unavailable state, the wheel-end brake actuator acquires the third state information through the second communication channel and determines the available state of the third brake control unit. If the third brake control unit is in an available state, the wheel-end brake actuator executes the third brake control unit.

[0082] When the first brake control unit, the second brake control unit and the third brake control unit are all in an unavailable state, the multiple wheel-end brake actuators respectively determine the communication state between themselves and the other wheel-end brake actuators through the first communication channel. Specifically, the left front wheel-end brake actuator, the right front wheel-end brake actuator, the left rear wheel-end brake actuator and the right rear wheel-end brake actuator respectively determine the communication state with other wheel-end brake actuators through a common communication channel, and the wheel-end brake actuators that can communicate with each other execute a preset first braking scheme. The first braking scheme can be to perform braking with a fixed target braking force and a fixed increase slope, which can allow the vehicle to brake in a more stable and rapid state. The wheel-end brake actuator that cannot communicate with other wheel-end brake actuators executes a preset second braking scheme. The second braking scheme can be to reduce the braking force until it is restored to a state without braking force.

[0083] The existing mainstream wire-controlled mechanical electronic brake system solution cannot continuously control the deceleration of the vehicle in actual scenarios after multiple point failures occur, which brings safety risks. However, the electronic mechanical brake system provided by this application can still brake and stop in a more reliable and safe way even after three brake controllers fail.

[0084] In one embodiment of the present invention, a redundant braking control method is provided. Figure 2 The redundant braking control method is applicable to the redundant control architecture of the mechanical electronic braking system described in any embodiment or combination of multiple embodiments above, and the method comprises the following steps:

[0085] When the first brake control unit is in an available state, the wheel-end brake actuator executes a first brake request issued by the first brake control unit;

[0086] When the first brake control unit is in an unavailable state, if the second brake control unit is in an available state, the wheel-end brake actuator executes a second brake request issued by the second brake control unit;

[0087] If the first brake control unit and the second brake control unit are both in an unavailable state, and the first brake control unit is in an available state, the wheel-end brake actuator executes a third brake request issued by the third brake control unit;

[0088] If the first to third braking control units are all in an unavailable state, the wheel-end braking actuator executes a preset braking scheme. Specifically, if the first to third braking control units are all in an unavailable state, the wheel-end braking actuators that can communicate with each other execute a preset first braking scheme, which includes: braking with a fixed target braking force and a fixed increase slope. The wheel-end braking actuator that cannot communicate with other wheel-end braking actuators executes a preset second braking scheme, which includes: reducing the braking force until it is restored to a state without braking force.

[0089] In one embodiment of the present invention, a mechanical electronic braking system is provided, comprising the redundant control architecture of the mechanical electronic braking system as described in the above embodiment.

[0090] In one embodiment of the present invention, a vehicle is provided, comprising the mechanical electronic braking system as described in the above embodiment.

[0091] It should be noted that the above-mentioned redundant braking control method, mechanical electronic braking system and vehicle embodiments are based on the same inventive concept as the redundant control architecture embodiment of the mechanical electronic braking system, and the entire contents of the redundant control architecture embodiment of the mechanical electronic braking system are incorporated into the redundant braking control method, mechanical electronic braking system and vehicle embodiments by reference.

[0092] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0093] The above is only a specific implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A redundant control architecture of a mechanical electronic brake system, characterized in that: It includes a pedal sensing unit, a first brake control unit, a second brake control unit, a third brake control unit, a wheel-end brake actuator, a first communication channel, a second communication channel and a third communication channel; The first brake control unit, the second brake control unit and the third brake control unit respectively generate corresponding brake requests according to the output signal of the pedal sensing unit; The first brake control unit, the second brake control unit and the third brake control unit are configured to transmit their own status information to the first communication channel, and the status information includes one or more of fault, non-fault, available and unavailable; The first brake control unit is configured to transmit a first brake request to the second communication channel, the second brake control unit is configured to transmit a second brake request to the third communication channel, and the third brake control unit is configured to transmit a third brake request to the second communication channel and / or the third communication channel; The wheel-end brake actuator is configured to be electrically connected to the first communication channel to the third communication channel respectively to obtain the state request and the braking request transmitted by the first brake control unit, the second brake control unit and the third brake control unit.

2. The redundant control architecture of the mechanical electronic brake system according to claim 1, characterized in that: The state information of the first brake control unit is configured with first state information, the first brake control unit is configured to monitor the first state information and publish a first brake request and the first state information on the first communication channel and the second communication channel; The state information of the second brake control unit is configured with second state information, the second brake control unit is configured to monitor the second state information and publish a second brake request and the second state information on the first communication channel and the third communication channel; The third brake control unit is configured to obtain the first state information and the second state information through the first communication channel, and to obtain the first state information through the second communication channel.

3. The redundant control architecture of the mechanical electronic brake system according to claim 2, characterized in that: The state information of the third brake control unit is configured as third state information, and the third brake control unit is configured to monitor the third state information and publish the second state information on the first communication channel and the second communication channel.

4. The redundant control architecture of the mechanical electronic brake system according to claim 3, characterized in that: When the first state information and / or the second state information acquired by the third brake control unit is a non-fault state, the third brake control unit does not issue a third brake request to the second communication channel; When the first state information and / or the second state information acquired by the third brake control unit is a fault state, the third brake control unit issues the third brake request to the second communication channel.

5. The redundant control architecture of the mechanical electronic brake system according to claim 3, characterized in that: When the first state information and / or the second state information acquired by the third brake control unit is in a non-fault state, the frequency at which the third brake control unit publishes the second state information to the second communication channel is lower than the frequency at which the second brake control unit publishes the second state information; When the first state information and / or second state information acquired by the third brake control unit is a fault state, the frequency at which the third brake control unit publishes the second state information to the second communication channel is lower than the frequency at which the second brake control unit publishes the second state information.

6. The redundant control architecture of the mechanical electronic brake system according to claim 3, characterized in that: When the wheel-end brake actuator obtains the first state information through the second communication channel and determines that the first brake control unit is in an available state, the wheel-end brake actuator executes the brake request issued by the first brake control unit.

7. The redundant control architecture of the mechanical electronic brake system according to claim 3, characterized in that: When the wheel-end brake actuator acquires the first state information through the second communication channel and determines that the first brake control unit is in an unavailable state, the wheel-end brake actuator acquires the second state information through a third communication channel and determines the available state of the second brake control unit; If the second brake control unit is in an available state, the wheel-end brake actuator executes the brake request issued by the second brake control unit.

8. The redundant control architecture of the mechanical electronic brake system according to claim 7, characterized in that: If the second brake control unit is in an unavailable state, the wheel-end brake actuator acquires the third state information through the second communication channel and determines the available state of the third brake control unit; If the third brake control unit is in an available state, the wheel-end brake actuator executes the brake request issued by the third brake control unit.

9. The redundant control architecture of the mechanical electronic brake system according to claim 1, characterized in that: The wheel-end brake actuators include first to fourth wheel-end brake actuators; When the first brake control unit, the second brake control unit and the third brake control unit are all in an unavailable state, the first wheel-end brake actuator to the fourth wheel-end brake actuator respectively determine the communication state between themselves and the other wheel-end brake actuators through the first communication channel; The wheel-end brake actuators that can communicate with each other among the first to fourth wheel-end brake actuators execute a preset first braking scheme, and the wheel-end brake actuators that cannot communicate with other wheel-end brake actuators execute a preset second braking scheme.

10. The redundant control architecture of the mechanical electronic brake system according to claim 9, characterized in that: The first braking scheme includes: performing braking with a fixed target braking force and a fixed increasing slope; and / or, The second braking scheme includes: reducing the braking force until the braking force is restored to a state without braking force.

11. The redundant control architecture of the mechanical electronic brake system according to claim 1, characterized in that: The pedal sensing unit includes three pedal sensors, the pedal sensors are configured to obtain state information of the brake pedal, and the three pedal sensors are electrically connected to the first brake control unit, the second brake control unit and the third brake control unit in a one-to-one correspondence; and / or, It also includes a vehicle control unit, which is configured to be electrically and communicatively connected to the first communication channel.

12. A redundant braking control method, characterized in that: The redundant control architecture of the mechanical electronic brake system according to claim 1, wherein the method comprises the following steps: When the first brake control unit is in an available state, the wheel-end brake actuator executes a first brake request issued by the first brake control unit; When the first brake control unit is in an unavailable state, if the second brake control unit is in an available state, the wheel-end brake actuator executes a second brake request issued by the second brake control unit; If the first brake control unit and the second brake control unit are both in an unavailable state, and the first brake control unit is in an available state, the wheel-end brake actuator executes a third brake request issued by the third brake control unit; If the first to third brake control units are all in an unavailable state, the wheel-end brake actuator executes a preset braking scheme.

13. The redundant braking control method according to claim 12, characterized in that: The following steps are also included: If the first to third brake control units are all in an unavailable state, the wheel-end brake actuators that can communicate with each other execute a preset first braking scheme, wherein the first braking scheme includes: performing braking with a fixed target braking force and a fixed increase slope; The wheel-end brake actuator that cannot communicate with other wheel-end brake actuators executes a preset second braking scheme, wherein the second braking scheme includes: reducing the braking force until it is restored to a state without braking force.

14. A mechanical electronic braking system, characterized in that: The invention comprises a redundant control architecture of the mechanical and electronic braking system as claimed in claim 1.

15. A vehicle, characterized in that: Comprising the mechanical electronic braking system as claimed in claim 14.

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