Redundant control architecture, method, system and vehicle of a mechanical electronic braking system

Abstract

The present invention discloses a redundant control architecture, method, system, and vehicle for a mechatronic brake system. In the redundant control architecture, first to third brake control units each generate a corresponding brake request based on an output signal from a pedal sensing unit. The first to third brake control units transmit their own status information to a first communication channel, where the status information includes one or more of fault, non-fault, available, and unavailable. The first brake control unit transmits a first brake request to a second communication channel, the second brake control unit transmits a second brake request to a third communication channel, and the third brake control unit transmits a third brake request to the second and / or third communication channels. Wheel-end brake actuators are configured to be electrically connected to the first to third communication channels, respectively, to obtain the status requests and brake requests transmitted by the first, second, and third brake control units. The present invention can improve the reliability of a brake system.

Description

Technical Field

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

[0002] With the widespread adoption of autonomous driving technology, the importance of drive-by-wire chassis is becoming increasingly prominent. Electromechanical Braking (EMB), as an advanced form of brake-by-wire technology, offers significant technical advantages and promising applications. EMB not only supports all current complex braking functions, such as anti-lock braking systems (ABS), traction control systems (TRC), and vehicle dynamics control (VDC), but also enables more efficient and precise braking control through the collaboration of distributed actuators and domain controllers.

[0003] Current electromechanical braking systems convert braking requests into wheel-end piston brake pressure via an electronically controlled hydraulic actuator. Long-term use risks damage to the structural integrity and degradation of the pressure transmission medium, leading to reduced braking performance. Furthermore, the controllers of drive-by-wire hydraulic brake systems employ a fail-safe strategy to meet the braking requirements of the entire vehicle in the event of a fault, posing the risk of insufficient sustained emergency response time after a fault.

[0004] Specifically, existing redundant braking systems typically feature two primary and secondary Brake Control Units (BCUs). These systems operate as follows: The Pedal Sensing Unit (PSU) transmits the driver's pedal depression depth to each of the two BCUs to support vehicle deceleration request calculation. The two primary and secondary BCUs independently calculate the driver's deceleration request and simultaneously arbitrate with the vehicle control unit (VCU) via a shared communication channel to calculate the vehicle's deceleration request.

[0005] The primary and secondary BCUs each monitor the current controller failure status. If a controller failure occurs, the other BCU proactively takes over brake control and distribution. Independent wheel-end braking requests and controller takeover information are sent to the wheel-end EMB actuator units via private communication channels. If all BCUs fail, the VCU directly sends emergency braking requests to the wheel-end EMB actuator units via public communication channels. The wheel-end EMB actuator units convert the braking requests 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 braking through the pedal sensing unit, the braking time required to reach the target deceleration with a fixed deceleration gradient will become longer. Failure to brake in time may cause a collision with the vehicle in front, posing a risk to the entire vehicle.

[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] In order 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 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;

[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, wherein 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 to third communication channels respectively to obtain status requests and braking requests transmitted by the first, second and third brake control units.

[0015] Further, based on any one of the above technical solutions or a combination of multiple technical solutions, 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 braking 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 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;

[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 described above, the status information of the third braking control unit is configured as third status information, and the third braking control unit is configured to monitor the third status information and publish the third 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 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;

[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 technical solutions or a combination of multiple technical solutions, when the first status information and / or the second status 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 third status information to the second communication channel is lower than the frequency at which the second brake control unit publishes the second status information; it should be noted that the frequency at which the first brake control unit, as the master brake control unit, publishes status information is no lower than the frequency at which the second brake control unit publishes status information;

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

[0023] Furthermore, 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 above technical solutions or a combination of multiple technical solutions, 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 unavailable state, the wheel-end brake actuator executes to obtain the second status information through a third communication channel and determine 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 obtains 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 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 status 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 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 increasing 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 the 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 the 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] Furthermore, based on any one of the above 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 increasing slope;

[0042] The wheel-end brake actuator that cannot communicate with other wheel-end brake actuators executes a preset second braking scheme, where the second braking scheme includes: reducing the braking force until it is restored to a no-braking-force state.

[0043] According to another aspect 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 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 the 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 about by the technical solution provided by the present invention are as follows:

[0046] a. This invention deploys independent first and second brake control units, each communicating with all wheel-end brake actuators via two private communication channels: a second communication channel and a third communication channel. Furthermore, a linear pedal sensor is deployed to identify the driver's pedal actuation depth. A third brake control unit receives the additional pedal sensor's measurement signal and calculates the driver's braking request. Building on the existing dual brake control redundancy, the third brake control unit can take over from either the first or second brake control unit, maintaining operation with a redundant, complete controller, thereby enhancing system safety.

[0047] b. In this invention, when the first, second, and third brake control units are all unavailable, wheel-end brake actuators that can communicate with each other perform braking with a fixed target braking force and a fixed increasing slope. This solution enables smoother and faster vehicle braking. Wheel-end brake actuators that cannot communicate with other wheel-end brake actuators reduce braking force until it returns to a zero-braking state, improving 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 third brake control unit publishes the third state information to the second communication channel at a lower frequency than the second brake control unit publishes the second state information, and does not send a braking request. This improves the safety and reliability of the mechatronic brake system while also ensuring its response speed and performance. 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 following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments recorded in this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any 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 for 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 solutions of the present invention, the technical solutions 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 embodiments described 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 making creative efforts should fall within the scope of protection of the present invention.

[0053] It should be noted that the terms "first", "second", etc. in the description 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 numbers 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, apparatus, product or device 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 devices.

[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, wherein 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 braking request to the second communication channel 52, the second brake control unit 32 (BCU2) is configured to transmit a second braking request to the third communication channel 53, and the third brake control unit 33 (BCU3) is configured to transmit a third braking 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 another brake control unit; 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 another brake control unit; the fault state indicates that there is a fault in the brake control unit. Specifically, the fault state can be further divided into levels such as minor fault, moderate fault, and major fault 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 is always 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, the unavailable state is always a fault state, but the 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 an available state and an unavailable state, that is, a fault state is an unavailable state, and an available state is a non-fault state. Both of these embodiments fall within the scope of protection 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 to send acceleration requests, braking requests, steering requests, etc. to the first communication channel.

[0062] Mechanical and electronic braking 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 obtain 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 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 and third communication channels 52 and 53 are two private communication channels (Private CommChannel 1 / 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 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 based on the output signals 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 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. Therefore, it is 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 rapid decline in vehicle braking effect due to the communicating vessel effect of the hydraulic pipeline.

[0069] Currently, mechanical electronic braking systems include single and dual brake controllers. Mechanical electronic braking systems with only a single brake controller require the vehicle to stop quickly to a safe position if a single brake controller fails, making it impossible to maintain full redundant control for extended periods of time and resulting in lower safety performance. To improve vehicle driving safety, current mainstream technology employs dual brake control units with a primary and secondary design and dual driver brake control devices (pedal sensors) to identify the driver's continuous braking requests, calculate the brake request distribution to each actuator, and adjust the wheel-end braking force to ensure vehicle stability. However, under certain operating conditions, if both brake control units fail, the driver cannot continuously control the braking request using the brake pedal simulation unit to avoid risky road conditions.

[0070] The BCU1 and BCU2 described in this application maintain mutual independence 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. An additional BCU3 is deployed to receive the measurement signal of the newly added pedal sensor and calculate and generate the driver's braking request. Based on 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. 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 issue 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. The third brake control unit is configured to monitor the third state information and publish the third 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] To ensure the responsiveness 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 minimize bandwidth usage. Specifically, when the first status information obtained by the third brake control unit indicates a non-fault state, the third brake control unit publishes the third status information to the second communication channel less frequently than the second brake control unit publishes the second status 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 third 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 obtains the first status information through the second communication channel and determines that the first brake control unit is in an unavailable state, the wheel-end brake actuator obtains the second status 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 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 their communication status with 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 their communication status with the other wheel-end brake actuators through the public 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 allows the vehicle to brake more smoothly and quickly. 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 returns to a no-braking-force state.

[0083] Existing mainstream wire-controlled mechanical electronic brake systems can pose safety risks by preventing the driver from continuously controlling vehicle deceleration as required in real-world scenarios after multiple faults occur. However, the electronic mechanical brake system provided by this application can still brake and stop the vehicle in a more reliable and safe manner even after failures in all three brake controllers.

[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 as 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 the 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 the third brake request issued by the third brake control unit;

[0088] If all of the first through third brake control units are unavailable, the wheel-end brake actuators execute a preset braking strategy. Specifically, if all of the first through third brake control units are unavailable, the wheel-end brake actuators that can communicate with each other execute a preset first braking strategy, which includes braking with a fixed target braking force and a fixed increasing slope. Wheel-end brake actuators that cannot communicate with other wheel-end brake actuators execute a preset second braking strategy, which includes reducing the braking force until it returns to a zero-braking state.

[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 document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0093] The above is only a specific implementation method 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 for 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, wherein 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; 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; 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; The third brake control unit is configured to obtain the first state information and the second state information through the first communication channel, and obtain the first state information through the second communication channel; 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 third state information on the first communication channel and the second communication channel; When the first state information and / or second state information obtained by the third brake control unit is in a non-fault state, the third brake control unit publishes the third state information to the second communication channel at a frequency lower than the frequency of the second brake control unit publishing the second state information.

2. The redundant control architecture of the mechanical electronic brake system according to claim 1, 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.

3. The redundant control architecture of the mechanical electronic brake system according to claim 1, characterized in that: When the first state information and / or second state information obtained by the third brake control unit is a fault state, the third brake control unit publishes the third state information to the second communication channel at a frequency lower than the frequency of the second brake control unit publishing the second state information.

4. The redundant control architecture of the mechanical electronic brake system according to claim 1, 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.

5. The redundant control architecture of the mechanical electronic brake system according to claim 1, 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 unavailable state, the wheel-end brake actuator obtains 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.

6. The redundant control architecture of the mechanical electronic brake system according to claim 5, 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.

7. 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 status 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.

8. The redundant control architecture of the mechanical electronic brake system according to claim 7, 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.

9. 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.

10. 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 the 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 the 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.

11. The redundant braking control method according to claim 10, 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 increasing slope; The wheel-end brake actuator that cannot communicate with other wheel-end brake actuators executes a preset second braking scheme, where the second braking scheme includes: reducing the braking force until it is restored to a no-braking-force state.

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

13. A vehicle, characterized in that: Comprising the mechanical-electronic braking system as claimed in claim 12.

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