Electromechanical braking system architecture and vehicle thereof

Abstract

The invention provides an electro-mechanical braking system framework and a vehicle thereof. The electro-mechanical braking system framework comprises four wheel end control actuators, wheel speed sensors, at least two power sources, at least two EMB braking controllers, at least two pedal displacement sensors, an EPB button and an EDS driving controller, wherein the wheel speed sensors, the power sources, the EMB braking controllers, the pedal displacement sensors, the EPB button and the EDS driving controller are correspondingly arranged. The power supply supplies power to the wheel end control actuator; an EMB brake controller sends an instruction to a wheel end control actuator, and information of a pedal displacement sensor and information of a wheel speed sensor are collected at the same time; the EPB button is connected with the EDS system controller and the wheel end control actuator through hard wire signals. And when all the EMB brake controllers fail, an EDS system and a wheel end control actuator are driven by an EPB hard wire signal to act directly, and brake is implemented. According to the system, the safety of an electronic mechanical braking system can be effectively improved, the full braking function can be kept under the condition of single-point failure, or the whole vehicle braking function can still be achieved under the condition of multi-point failure, and the whole vehicle cannot be out of control under any condition.

Description

Technical Field

[0001] The present invention relates to the field of vehicle electro-mechanical braking, and in particular belongs to a safety redundancy architecture solution for a vehicle electro-mechanical braking system. Background Art

[0002] The braking system is one of the important components of a vehicle system. The braking system plays an important role in the safety of the vehicle. Most of the accidents caused by vehicle own faults are due to errors or failures of the braking system. In traditional automobiles, a hydraulic braking system is used, but the hydraulic system has slow response, poor controllability, large volume, and risks of leakage and pollution of hydraulic oil, and has poor compatibility with mainstream technical routes such as electric vehicles and autonomous driving. Therefore, electro-mechanical brakes (EMBs) have emerged in recent years. Compared with the traditional braking system, the pedal and the EMB actuator are completely separated, so when a fault occurs in the electrical system, the vehicle is prone to danger. However, at the same time, the EMB is more independent than the hydraulic system. In addition, with the development of electric vehicles, motor drive forms such as in-wheel motors and hub motors are widely used. The vehicle drive motor can use regenerative braking, plugging braking, dynamic braking and other modes to achieve vehicle braking. Most of the existing redundancy solutions for brakes are for traditional automobiles or only for the redundancy architecture of a certain part. Especially in the case of multiple-point failures, they do not have the vehicle braking function. Summary of the Invention

[0003] Aiming at the deficiencies of the existing technology, an electro-mechanical braking system architecture and a vehicle provided by the present invention are not limited to the backup redundancy of power supply and communication, but redundantly arrange the EPB function and the faults between the ECU and the actuator, which can make the system have higher safety, can effectively improve the safety of the electro-mechanical braking system, can maintain the full braking function in the case of single-point failure, or still have the vehicle braking function in the case of multiple-point failures, and will not cause the vehicle to lose control in any case.

[0004] To achieve the above object, the present invention provides the following technical solutions: An electro-mechanical braking system architecture includes four wheel-end control actuators, as well as corresponding wheel speed sensors, at least two power supplies, at least two EMB brake controllers, at least two brake pedal displacement sensors, an EPB button, and an EDS drive controller; the power supply supplies power to the wheel-end control actuators; the EMB brake controller sends instructions to the wheel-end control actuators and acquires information from the brake pedal displacement sensors and wheel speed sensors; the EDS drive controller controls the EMB brake controller and the wheel-end control actuators respectively through the EPB button. In the present invention, the hard-wired signal of the EPB button is connected to both the EDS system controller and the wheel-end control actuators. When all the EMB brake controllers fail, the EPB hard-wired signal is used to drive the EDS system and the wheel-end control actuators to act directly to implement braking. This system can effectively improve the safety of the electro-mechanical braking system, maintain the full braking function in case of single-point failure, or still have the vehicle braking function in case of multi-point failure, and prevent the vehicle from getting out of control under any circumstances.

[0005] As a further solution of the present invention, it includes two power supplies, each power supply supplies power to two diagonal wheel-end control actuators respectively; two EMB brake controllers, when one of the EMB brake controllers fails to obtain data or malfunctions, the other EMB brake controller is enabled to obtain data and execute control. After judging the failure of the faulty controller through communication, it replaces the faulty controller to conduct system control; two brake pedal displacement sensors, when any one group of pedal travel sensors fails, the other one continues to function normally, that is, the system switches to the other sensor to obtain valid signals according to the diagnostic results. The system has dual power supplies and dual controllers. Each wheel-end controller can select the power supply source by detecting the validity of the power supply. When a certain actuator detects a main power supply failure, it selects the backup power supply for power supply.

[0006] As a further solution of the present invention, the EDS drive controller communicates with the two EMB brake controllers, and each can directly obtain the information of the other, being redundant to each other's functions. When the braking recovery function of the EDS drive controller fails, the EMB controller applies the recovered braking corresponding braking force to the mechanical braking. When the EMB system detects that a certain wheel cannot output mechanical braking force, the EDS controller controls to increase the corresponding drive system to conduct recovered braking within its enabled range to make up for the lack of corresponding braking force. That is to say, communication integration is also carried out between the EDS controller and the EMB main / backup brake controllers. In addition to cooperating with the recovered braking during the EMB braking process, in the extreme case where both the main / backup ECUs cannot effectively control the wheel-end brakes, such as when multiple or all wheel-end brakes fail, the EDS recovered braking is used as the final safety backup and an alarm is issued to prompt the system or the driver.

[0007] As a further solution of the present invention, when the brake pedal is depressed and the vehicle fails to brake, by pulling up the EPB button for a long time, the pull-up signal is introduced into the wheel-end control actuator and the EDS drive controller through a hard wire, that is, the EPB button signal is connected to the EDS drive controller and the wheel-end control actuator through a hard wire; when the brake pedal is depressed and the vehicle fails to brake, by pulling up the EPB button for a long time, this architecture directly introduces the pull-up signal into the wheel-end control actuator and the EDS drive controller; the wheel-end control actuator directly drives the braking hardware to perform a braking action according to the obtained hard wire signal to brake the vehicle. At this time, the EDS drive controller controls the EDS system to be synchronously connected and perform corresponding regenerative braking actions, together with the EMB system, to jointly prevent the vehicle from completely losing control. That is to say, the EPB function is extended and associated with four wheel-end control actuators. That is, in the event of an extreme situation where both the main control ECU and the backup ECU fail, the hard wire signal of the EPB is connected to the four wheel-end control actuator ECUs. After receiving a specific hard wire signal, the ECU can respond to the EPB enabling in special cases through a specially calibrated strategy, and the four wheel-end controllers respectively control the wheel-end actuators to brake, thereby completing the braking in specific cases; and the EPB and the EDS system are extended as one of the backups of the electro-mechanical braking system. First, when the EPB is enabled, the EDS is not enabled. Then, when the hard wire signal of the EPB button is used to trigger the braking of the wheel-end actuator, the EDS controller also controls the EDS to generate electricity according to the received hard wire signal of the EPB to assist in the emergency braking of the vehicle.

[0008] As a further solution of the present invention, the process of redundantly arranging the output signal of the pedal is that a brake pedal includes two pedal travel sensors, and each pedal travel sensor outputs two groups of valid signals, which are respectively sent to two EMB brake controllers. The two groups of EMB brake controllers communicate with each other to obtain and verify the pedal travel / speed / acceleration information. Specifically, the output signal of the pedal is also redundantly arranged, that is, a brake pedal includes two pedal travel sensors, and each pedal travel sensor outputs two groups of valid signals, which are respectively sent to two controllers. The two groups of controllers can communicate with each other to obtain and verify the pedal travel / speed / acceleration information. The signal type and specification of each group can be the same as the signal of the traditional pedal.

[0009] As a further solution of the present invention, each wheel end serves as a node and is connected to the CAN or CAN FD network of the EMB brake controller. That is, each EMB brake controller is connected to 4 wheel end control actuators through the CAN network. When a communication fault of a certain wheel end control actuator is diagnosed, CAN communication is carried out through the standby communication channel. Then, the main ECU and the standby ECU obtain the corresponding wheel end controller message information through communication. Specifically, each wheel end serves as a node and is connected to the CAN or CAN FD network of the EMB (electromechanical braking device). That is, each EMB brake controller is connected to 4 wheel end control actuators through the CAN network. When a communication fault of a certain wheel end controller is diagnosed, CAN communication is carried out through the standby communication channel. Then, the main ECU and the standby ECU obtain the corresponding wheel end controller message information through communication. That is to say, when a certain EMB brake controller diagnoses a communication fault of a certain node, it communicates with another EMB brake controller to obtain the status of the controller. If all communications of the backup EMB controller are normal, the control is switched to the backup EMB controller; if communication faults are diagnosed in both controllers, the information of the two EMB brake controllers is combined through communication to obtain the most effective control information, and the system is controlled by the controller with fewer faults.

[0010] Further preferably, in addition to being connected to each wheel end, the wheel speed sensor is redundantly connected to the main control ECU and the backup ECU.

[0011] The present invention also provides a vehicle adopting the above-mentioned electromechanical braking system architecture.

[0012] The present invention has the following beneficial effects: The present invention can achieve single-point or multi-point failure redundancy for the EMB system, ensuring that the system has higher security. First, when the power supply of a single wheel-end actuator fails, due to the access of the backup power supply, the actuator itself still has power supply. At this time, the power supply of the backup power supply can drive the power selection module on the wheel-end controller to select and switch to the backup power supply. The system simultaneously sends out this diagnostic result for diagnostic display. When a single power supply fails, the main power supplies of the two actuators powered by it will diagnose abnormalities and switch to the backup power supply. When single-point communication fails, the system uses its backup path data. When the communication module of the controller is operational, both the EMB brake controller side and the wheel-end can diagnose faults and send out fault information via the normal path. When a single EMB brake controller has a communication fault and cannot obtain the wheel-end status, another EMB brake controller can determine the controller fault through communication verification with the EMB brake controller and the actual vehicle drive system / IMU and other sensor status, and switch to the EMB backup controller to continue controlling the entire system. This fault is output to the display instrument. When a single wheel of the EPB function fails, the other wheels can effectively keep the vehicle stationary. The pedal travel sensor has two-way verification. Even when both inputs of the pedal travel sensor completely fail, the other pedal travel sensor can continue to maintain normal function. In addition, since the EDS system communicates with the EMB brake controller, both can directly obtain the status of the other system. In special cases, it can serve as the redundancy of the other system. For example, when the EDS recovery function fails, the EMB controller applies the corresponding braking force of the recovery brake to the mechanical brake. When a wheel actuator of the EMB fails to apply braking force, the EDS increases the recovery brake to make up for the lack of the corresponding braking force. In extremely special cases, the brake pedal is depressed, but the vehicle cannot implement braking (such as when both main controllers fail). At this time, by pulling up the EPB button for a long time, the EPB pull-up signal can be directly introduced into the wheel-end control actuator through a hard wire. The wheel-end control actuator implements specific braking actions based on the obtained special hard wire signal to brake the vehicle. This hard wire signal is synchronously introduced into the EDS system, and the EDS cooperates to implement braking to jointly prevent the vehicle from getting completely out of control.

[0013] In the present invention, referring to the above control process, it is not limited to the backup redundancy of power supply and communication, but also arranges redundancy for the EPB function and the faults between the ECU and the actuator. It can make the system have higher security, effectively improve the security of the electro-mechanical braking system, maintain the full braking function in the case of single-point failure, or still have the vehicle braking function in the case of multi-point failure, and prevent the vehicle from getting out of control in any case.

[0014] To more clearly elaborate on the structural features and effects of the present invention, the following will describe the present invention in detail with reference to the accompanying drawings and specific embodiments. Description of the Drawings

[0015] Figure 1 This is a schematic diagram of the modules of an electro-mechanical braking system architecture mentioned in the present invention. Specific embodiments

[0016] The following will further illustrate the present invention in conjunction with the accompanying drawings and relevant knowledge, and will be described clearly and completely. Obviously, the described applications are only a part of the embodiments of the present invention, rather than all of the embodiments.

[0017] Referring to Figure 1 As shown, an electro-mechanical braking system architecture of the present invention includes four wheel-end control actuators, which are respectively 301 - Wheel-end control actuator 1; 302 - Wheel-end control actuator 2; 303 - Wheel-end control actuator 3; 304 - Wheel-end control actuator 4 in Figure 1 and corresponding wheel speed sensors, which are 401 - Wheel speed sensor 1; 402 - Wheel speed sensor; 403 - Wheel speed sensor 3; 404 - Wheel speed sensor 4 in Figure 1 , at least two power supplies, at least two EMB brake controllers, at least two pedal displacement sensors, an EPB button 5 and an EDS drive controller 7; the power supplies supply power to the wheel-end control actuators; the EMB brake controllers send instructions to the wheel-end control actuators and collect information from the pedal displacement sensors and wheel speed sensors; the EDS drive controller controls the EMB brake controllers and wheel-end control actuators respectively through the EPB button. By implementing the solution of the present invention, the safety of the electro-mechanical braking system can be effectively improved, the full braking function can be maintained in case of single-point failure, or the vehicle braking function can still be available in case of multi-point failure, and the vehicle will not get out of control under any circumstances.

[0018] As a further improvement, it includes two power supplies, which are respectively 101 - Power supply 1; 102 - Power supply 2 in Figure 1 , and each power supply supplies power to two diagonal wheel-end control actuators respectively; the two EMB brake controllers are respectively 201 - EMB brake controller 1; 202 - EMB brake controller 2 in Figure 1 . When one of the EMB brake controllers fails to obtain data, the other EMB brake controller will, after judging the fault of the faulty controller through communication, replace the faulty controller to conduct system control; the two pedal displacement sensors are respectively 601 - Pedal displacement sensor 1; 602 - Pedal displacement sensor in Figure 1 . When any one group of pedal travel sensors fails, the other one will continue to function normally.

[0019] In the present invention, first of all, the system is equipped with dual power supplies and dual controllers. Each wheel-end controller can select the power supply source by detecting the availability of the power supply. When a certain actuator detects a main power supply failure, it selects the backup power supply for power supply. When the power supply of one path of a single wheel-end actuator fails, due to the access of the backup power supply, the actuator itself still has power supply. At this time, the power supply of the backup power supply can drive the power selection module on the wheel-end controller to switch the power supply of the wheel-end control actuator to the backup power supply. That is to say, at this time, the power selection module on the wheel-end control actuator can still be enabled to switch the power supply of the wheel-end control actuator to the backup power supply. At the same time, the EMB brake controller or the wheel-end control actuator sends out this diagnostic result for diagnostic display. When a single power supply fails, the main power supplies of the two wheel-end control actuators powered by it will be diagnosed as abnormal, and these two wheel-end control actuators will be switched to the backup power supply by the power selection module.

[0020] As a further improvement, when single-point communication fails, the system uses its backup path data. When the working ability of the controller communication module exists, both the EMB brake controller side and the wheel-end can diagnose the fault and send out the fault information through the normal path, and the other EMB brake controller receives this fault information. When a single EMB brake controller has a communication fault and cannot obtain the wheel-end status, the other EMB brake controller can judge the controller fault through the communication checksum with the EMB brake controller and the actual vehicle drive system / IMU and other sensor statuses, and switch to the EMB backup controller to continue controlling the entire system. This fault is output to the display instrument or warned to the driver or the intelligent driving system by other means. That is to say, when a single EMB brake controller has a communication fault and cannot obtain the status of the wheel-end control actuator, the other EMB brake controller judges the controller fault through the communication checksum with the faulty EMB brake controller or in combination with the actual vehicle drive system / IMU sensor status, and switches to the normal EMB brake controller to continue controlling the entire system, and outputs this fault to the display instrument or warns the driver or the intelligent driving system by other means; when the connection between the two EMB brake controllers is interrupted, each controller conducts fault diagnosis based on the data obtained by itself. If the communication with the wheel-end control actuator is normal, the main controller continues to implement control. At this time, the wheel-end control actuator control unit selects a braking measure that is safer for the vehicle according to the control instructions received from the two controllers.

[0021] In the present invention, when the EPB function of a single wheel fails, the other wheels can effectively keep the vehicle stationary. The pedal travel sensor has two-way verification. Even when both inputs of the pedal travel sensor fail completely, the other pedal travel sensor can continue to maintain normal function.

[0022] In addition, since the EDS system communicates with the EMB brake controller, both can directly obtain the status of the other system. In special cases, it can serve as the redundancy of the other system. For example, when the EDS recovery function fails, the EMB controller applies the corresponding braking force of the recovery brake to the mechanical brake. When a certain wheel of the EMB fails, the EDS increases the recovery brake to make up for the lack of the corresponding braking force. That is to say, the EDS drive controller communicates with the two EMB brake controllers, and each can directly obtain the information of the other, and they are redundant to each other's functions. That is, when the braking recovery function of the EDS drive controller fails, the EMB controller applies the corresponding braking force of the recovery brake to the mechanical brake. When the EMB system detects that a certain wheel cannot output mechanical braking force, the EDS controller controls to increase the corresponding drive system within its enabled range to perform the recovery brake to make up for the lack of the corresponding braking force.

[0023] In extremely special cases, the brake pedal is depressed, but the vehicle cannot brake (such as when both main controllers fail). At this time, by pulling up the EPB button for a long time, the EPB pull-up signal can be directly introduced into the wheel-end control actuator through a hard wire. That is to say, the EPB button signal is connected to the EDS drive controller and the wheel-end control actuator through a hard wire; when the brake pedal is depressed and the vehicle cannot brake, by pulling up the EPB button for a long time, this architecture directly introduces the pull-up signal into the wheel-end control actuator and the EDS drive controller. The wheel-end control actuator performs specific braking actions according to the obtained special hard wire signal to brake the vehicle, and this hard wire signal is synchronously introduced into the EDS system, and the EDS cooperates to perform the braking to jointly prevent the vehicle from getting completely out of control.

[0024] It should be noted that the present invention is a redundancy process of the entire electro-mechanical braking system. Through the redundancy control and the corresponding process of the present invention, the safety of the electro-mechanical braking system can be effectively improved, and the full braking function can be maintained in the case of single-point failure, or the vehicle braking function can still be available in the case of multi-point failure, and the vehicle will not get out of control under any circumstances.

[0025] The specific working process is as follows: Refer to Figure 1 As shown in the figure, when the system is working normally, each redundant backup system is in the backup state. Among them, the standby power supply 102 generally supplies power to two diagonal wheel-end control actuators 301&304 or wheel-end control actuators 302&303; when the main EMB brake controller 201 is working normally, the standby EMB brake controller 202 only communicates and synchronizes with the main EMB brake controller 201 and does not issue control instructions to the actuator.

[0026] Once the main power supply 101 of a single wheel-end control actuator 301&304 or wheel-end control actuators 302&303 fails, due to the access of the backup power supply 102, the actuator itself still has power supply. At this time, the power supply diagnostic modules of the two wheel-end control actuators 301&304 or 302&303 diagnose an abnormality, and the power supply selection module that uses the power supply of the backup power supply 102 to drive the wheel-end control actuators 301&304 or 302&303 selects and switches to the backup power supply 102 for power supply. When the backup power supply 102 fails, the power supply diagnosis of the two actuators 302&303 or 301&304 powered by it is abnormal, and it switches to the main power supply 101 for power supply.

[0027] When single-point communication fails, the system uses its backup path data. If the communication modules in each controller are not damaged, the EMB brake controllers 201 / 202 or the wheel-end controllers 301 / 302 / 303 / 304 can all diagnose communication faults. When the main EMB brake controller 201 diagnoses that it cannot obtain the data of the wheel-end controllers 301 / 302 / 303 / 304, it is confirmed whether the backup EMB brake controller 202 can obtain more valid wheel-end information. If so, the control right is transferred to the backup EMB brake controller 202, and relevant fault information is reported; when the communication module in the EMB brake controller 201 fails, it cannot obtain wheel-end data, while the backup EMB brake controller 202 obtains the correct wheel-end communication data. The EMB brake controller 202 can judge the fault of the EMB brake controller 201 through the communication checksum with the EMB brake controller 201 and the actual vehicle drive system / IMU and other sensor status information, and the backup EMB brake controller 202 continues to control. This fault is reported to the display instrument. Conversely, when the backup EMB brake controller fails and the EMB brake controller 201 communication is normal, the principle is the same.

[0028] The brake pedal includes two sensors, the pedal travel sensors 601 and 602. Each sensor can output two sets of pedal travel signals to the main controller 201 and the backup controller 202. When any one of the pedal travel sensors 601 or 602 fails, the other can continue to function normally. When the two sets of travel data checksums are different, before the diagnosis is completed, the system uses the larger of the two values for control to stop the vehicle as soon as possible. When the diagnosis is completed and a group of sensors is confirmed to be faulty, the signals of that group no longer participate in the control. The system outputs the corresponding fault code.

[0029] In addition, since the EDS system communicates with the EMB brake controllers 201 / 202, both systems can directly obtain information about the other system. In special cases, the EDS and EMB systems can be redundant to each other. When the EDS braking recovery function fails, the EMB controller applies the corresponding braking force of the recovery braking to the mechanical braking. When a certain wheel of the EMB cannot output the braking force, the EDS controller 7 controls the EDS system to increase the recovery braking to make up for the lack of the corresponding braking force.

[0030] In a particularly extreme case, when the brake pedal is depressed and the vehicle cannot apply the brakes (such as when both domain controllers 201 / 202 fail). At this time, by pulling up the EPB button 5 for a long time, the pull-up signal can be directly introduced into the wheel-end control actuators 301 / 302 / 303 / 304 and the EDS controller 7 through a hard wire. The wheel-end control actuators 301 / 302 / 303 / 304 drive to perform specific braking actions according to the obtained special hard wire signal to perform special braking on the vehicle. At this time, the EDS controller 7 controls the EDS system to be synchronously connected and jointly avoid the vehicle from getting completely out of control with the EMB system. Through the above measures, the vehicle equipped with the EMB device will have a high safety redundancy measure, and the vehicle will also have higher reliability. Thus, the present invention not only limits to the backup redundancy of power supply and communication, but also arranges the redundancy backup for the EPB function and the faults between the ECU and the actuator, enabling the system to have higher safety, effectively improving the safety of the electro-mechanical braking system, maintaining the full braking function in case of a single-point failure, or still having the vehicle braking function in case of multiple-point failures, and preventing the vehicle from getting out of control in any case.

[0031] The technical principle of the present invention has been described above in combination with specific embodiments, which are only the preferred embodiments of the present invention. The protection scope of the present invention is not limited to the above embodiments. All technical solutions falling within the idea of the present invention belong to the protection scope of the present invention. Those skilled in the art can think of other specific embodiments of the present invention without creative labor, and these embodiments will fall within the protection scope of the present invention.

Claims

1. An electromechanical brake system architecture, characterized in that: It includes four wheel-end control actuators, and corresponding wheel speed sensors, at least two power supplies, at least two EMB brake controllers, at least two brake pedal displacement sensors, an EPB button and an EDS drive controller; the power supply supplies power to the wheel-end control actuators; the EMB brake controller is used to send instructions to the wheel-end control actuators, and collect information from the brake pedal displacement sensor and the wheel speed sensor.

2. An electromechanical brake system architecture as claimed in claim 1, characterized in that: It includes two power supplies, each of which supplies power to two diagonal wheel-end control actuators; two EMB brake controllers. When one of the EMB brake controllers cannot obtain data, the other EMB brake controller will determine the fault of the faulty controller through communication and replace the faulty controller to control the system; two brake pedal displacement sensors. When any set of pedal travel sensors fails, the system will switch to another sensor to obtain a valid signal based on the diagnosis result.

3. An electromechanical brake system architecture as claimed in claim 2, characterized in that: When one power supply of a single wheel-end control actuator fails, the wheel-end control actuator still has power supply due to the access of the backup power supply. At this time, the power selection module on the wheel-end control actuator can still be enabled to switch the power supply of the wheel-end control actuator to the backup power supply. At the same time, the EMB brake controller or the wheel-end control actuator will send out the diagnosis result for diagnosis display. When a single power supply fails, the main power supply of the two wheel-end control actuators powered by it will be diagnosed as abnormal, and these two wheel-end control actuators will be switched to the backup power supply by the power selection module.

4. An electromechanical brake system architecture as claimed in claim 3, characterized in that: When a single-point communication fails, its backup channel data is used. When the EMB brake controller communication module is capable of working, both the EMB brake controller side and the wheel-end control actuator can diagnose the fault and send fault information through the normally working channel, which is received by the other EMB brake controller. When a single EMB brake controller fails to communicate and the wheel-end control actuator status cannot be obtained, the other EMB brake controller determines the controller failure through communication verification with the faulty EMB brake controller or by combining with the actual vehicle drive system / IMU sensor status, and switches to the normal EMB brake controller to continue to control the entire system, outputs the fault to the display instrument or warns the driver or intelligent driving system through other means. When the connection between the two EMB brake controllers is interrupted, each controller performs fault diagnosis based on the data obtained by each controller. If the communication with the wheel-end control actuator is normal, the main controller continues to implement control. At this time, the wheel-end control actuator control unit selects a safer braking measure for the entire vehicle based on the control instructions received from the two controllers.

5. An electromechanical brake system architecture as claimed in claim 4, characterized in that: The EDS drive controller communicates with the two EMB brake controllers and can directly obtain each other's information. They have each other's functional redundancy, that is, when the braking recovery function of the EDS drive controller fails, the EMB controller applies the corresponding braking force of the recovery brake to the mechanical brake; and when the EMB system detects that a certain wheel cannot output mechanical braking force, the EDS controller controls the addition of the corresponding drive system within its enabled range to perform recovery braking to make up for the lack of corresponding braking force.

6. An electromechanical brake system architecture as claimed in claim 5, characterized in that: The EPB button signal is connected to the EDS drive controller and wheel-end control actuator through hard wiring; when the brake pedal is pressed and the vehicle cannot brake, the architecture directly introduces the pull-up signal into the wheel-end control actuator and EDS drive controller by pulling up the EPB button for a long time, and the wheel-end control actuator directly drives the braking hardware to implement braking action and brake the vehicle according to the acquired hard-wired signal; at this time, the EDS drive controller controls the EDS system to access synchronously and implements the corresponding recovery braking action, working together with the EMB system to prevent the vehicle from completely losing control.

7. An electromechanical brake system architecture as claimed in claim 6, characterized in that: The output signal of the pedal is arranged redundantly, that is, one brake pedal includes two pedal travel sensors, and each pedal travel sensor outputs two sets of valid signals, which are sent to two EMB brake controllers respectively. The two EMB brake controllers communicate with each other to obtain and verify the pedal travel / speed and acceleration information.

8. An electromechanical brake system architecture as claimed in claim 7, characterized in that: Each wheel end is used as a node and connected to the CAN or CAN FD network of the EMB brake controller. That is, each EMB brake controller is connected to four wheel-end control actuators through the CAN network. When an EMB brake controller diagnoses a communication fault in a certain node, it communicates with another EMB brake controller to obtain the status of the controller. If all communications of the backup EMB controller are normal, the system switches to the backup EMB controller for control. If both controllers have communication fault diagnosis, the information of the two EMB brake controllers is combined through communication to obtain the most effective control information, and the controller with fewer faults controls the system.

9. A vehicle, characterized in that: It comprises an electronic mechanical braking system architecture as described in any one of claims 1-8.

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