Vehicle redundant braking system and vehicle

Abstract

The invention relates to a vehicle redundant braking system and a vehicle, and relates to the technical field of automatic driving vehicles. The system comprises a first controller, a second controller, a first braking module and a second braking module, a main controller is connected with the first controller through a first communication link, the main controller is connected with the second controller through a second communication link, and the first controller, the second controller and the first braking module are all connected through a third communication link; the first controller and the second controller are both connected with the second braking module. The main controller, the first communication link, the first controller, the third communication link and the first braking module are main braking links, and the control mode is switched to a redundant braking control mode if any single-point or multi-point position on the links fails. According to the redundant braking system, redundant braking components do not need to be additionally added, and the hardware cost can be reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of autonomous driving vehicles, and in particular to a vehicle redundant braking system and a vehicle. Background Art

[0002] With the rapid development of autonomous driving technology, the public is paying more and more attention to the safety of autonomous vehicles. Among the various technologies that ensure driving safety, the braking system plays a vital role, and its performance and reliability are directly related to the safety of passengers. Therefore, in the design of autonomous vehicles, introducing redundant design for the braking system has become a key link to ensure overall safety.

[0003] In the related art, multiple controllers are usually set in the redundant braking system of the autonomous vehicle, such as a first controller, a second controller and a third controller. The main controller sends a braking request to each controller. If one controller fails, the braking request will be forwarded to other controllers, thereby achieving multiple redundancy of service brakes and parking brakes.

[0004] However, the hardware cost of the above solution is relatively high, and the redundant braking system still lacks reliability. Summary of the invention

[0005] One of the purposes of the present invention is to provide a vehicle redundant braking system and a vehicle, so as to solve the problem of high hardware cost and insufficient reliability of the redundant braking system in the prior art.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0007] A vehicle redundant braking system comprises a main controller, a first controller, a second controller, a first braking module and a second braking module, wherein the main controller is connected to the first controller via a first communication link, the main controller is connected to the second controller via a second communication link, the first controller, the second controller and the first braking module are all connected via a third communication link; the first controller and the second controller are both connected to the second braking module;

[0008] Wherein, the main controller is used to send a braking request to the first controller via the first communication link; or, when the first communication link fails or the first controller fails, send a braking request to the second controller via the second communication link;

[0009] A first controller is used to control the first brake module to achieve vehicle braking through the third communication link according to a braking request, or to control the second brake module to achieve vehicle braking when a preset redundant brake switching condition is met;

[0010] The second controller is used to control the first braking module to achieve braking through the third communication link according to the braking request when the preset redundant braking switching condition is met, or control the second braking module to achieve vehicle braking.

[0011] According to the above technical means, the main controller, the first communication link, the first controller, the third communication link and the first brake module form a main brake link, and if any single point or multiple points on the link fail, the control mode is switched to redundant braking. No additional redundant brake components are required, the reliability is high, and the hardware cost is low.

[0012] Furthermore, the first braking module includes a drive controller and a brake actuator; the drive controller is connected to the brake actuator, and the drive controller is used to control the brake actuator to perform a first braking action according to a control instruction of the first controller or the second controller to achieve vehicle braking.

[0013] Furthermore, the second braking module includes an electric braking unit and an electronic parking brake unit; the electric braking unit is connected to the first controller and the second controller via a fourth communication link, the first caliper of the electronic parking brake unit is connected to the first controller, and the second caliper of the electronic parking brake unit is connected to the second controller; the electric braking unit and the electronic parking brake unit are used to perform a second braking action according to control instructions of the first controller and / or the second controller to achieve vehicle braking.

[0014] According to the above technical means, by utilizing the existing electric brake unit and electronic parking brake unit of the vehicle as the braking source of redundant braking, the hardware cost can be greatly reduced while meeting the redundant braking requirements.

[0015] Furthermore, the preset redundant braking switching condition is the failure of the third communication link, and / or, when the first brake module fails, the first controller is used to send a control instruction to the electric brake unit through the fourth communication link, so that the electric brake unit performs a second braking action, or controls the first caliper of the electronic parking brake unit to be pulled up, or the second controller controls the second caliper of the electronic parking brake unit to be pulled up to achieve vehicle braking.

[0016] According to the above technical means, when the third communication link fails and / or the first brake module fails, vehicle braking can be achieved through the electric brake unit and the electronic parking brake unit.

[0017] Furthermore, the preset redundant braking switching condition is a failure of the first communication link, and / or when the first controller fails, the second controller is used to send a control instruction to the first braking module through the third communication link so that the first braking module performs a first braking action to achieve vehicle braking.

[0018] According to the above technical means, vehicle braking can be achieved through the first braking module when the first communication link fails and / or the first controller fails.

[0019] Furthermore, the preset redundant braking switching conditions are that at least one of the first communication link and the first controller fails, and when at least one of the third communication link or the first brake module fails, the second controller sends a control instruction to the electric brake unit through the fourth communication link to make the electric brake unit perform a second braking action, or controls the second caliper of the electronic parking brake unit to pull up to achieve vehicle braking.

[0020] According to the above technical means, when at least one of the first communication link and the first controller fails, and when at least one of the third communication link or the first brake module fails, the vehicle braking can be achieved by controlling the electric brake unit and the electronic parking brake unit through the second controller.

[0021] Further, the electric brake unit includes a motor controller, a drive motor, a power battery, a positive temperature coefficient thermistor heater (Positive Temperature Coefficient Thermistor, PTC) and a high-voltage component;

[0022] Wherein, the electric brake unit includes a motor controller, a drive motor and a brake component;

[0023] Wherein, the motor controller is connected to the first controller and the second controller via the fourth communication link, the motor controller is connected to the drive motor, and the drive motor is connected to the brake component;

[0024] The second braking module is used to control any one or more of the braking components and the electronic parking brake unit to perform the second braking action to achieve vehicle braking when receiving the control instruction based on the power corresponding to the self-driving requested braking torque in the control instruction and the power corresponding to the electric brake unit.

[0025] Further, the electric brake unit includes: a motor controller, a drive motor, a brake component, a generator, an engine and an engine controller;

[0026] Wherein, the motor controller and the engine controller are both connected to the first controller and the second controller via the fourth communication link, the motor controller is connected to the drive motor, the drive motor is respectively connected to the brake component and the generator, and the generator, the engine and the engine controller are connected in sequence;

[0027] The second braking module is used to control any one or more of the braking component, the generator, the engine, the engine controller and the electronic parking brake unit to perform the second braking action to achieve vehicle braking when receiving the control instruction, based on the power corresponding to the self-driving requested braking torque in the control instruction and the power corresponding to the electric braking unit.

[0028] Further, the electric brake unit includes: a motor controller, a drive motor, a brake component, a generator, an engine, an engine controller and a reducer;

[0029] Wherein, the motor controller and the engine controller are both connected to the first controller and the second controller via the fourth communication link, the motor controller is connected to the drive motor, the drive motor is connected to the brake component and the generator respectively, the generator, the engine and the engine controller are connected in sequence; the drive motor is also connected to the engine via the reducer;

[0030] The second braking module is used to control any one or more of the braking component, the generator, the engine, the engine controller, the electronic parking brake unit, the drive motor and the reducer to perform the second braking action to achieve vehicle braking when receiving the control instruction, based on the power corresponding to the self-driving requested braking torque in the control instruction and the power corresponding to the electric braking unit.

[0031] Further, the braking component includes at least one of a power battery, a positive temperature coefficient thermistor heater PTC and a high voltage component.

[0032] Further, in the case that the braking component includes any one of the power battery, the PTC and the high-voltage component, when the power corresponding to the self-driving requested braking torque is less than the charging power of the power battery, the second braking module is specifically used to control the power battery to perform the second braking action; or, when the power corresponding to the self-driving requested braking torque is less than the power corresponding to the PTC, the second braking module is specifically used to control the PTC to perform the second braking action; or, when the power corresponding to the self-driving requested braking torque is less than the power corresponding to the high-voltage component, the second braking module is specifically used to control the high-voltage component to perform the second braking action.

[0033] Further, in the case where the braking component includes the power battery and the PTC, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery and the power corresponding to the PTC; then the second braking module is specifically used to control the power battery and the PTC to jointly perform the second braking action.

[0034] Further, in the case where the braking component includes the power battery and the high-voltage component, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery and the power corresponding to the high-voltage component, then the second braking module is specifically used to control the power battery and the high-voltage component to jointly perform the second braking action.

[0035] Further, in the case where the braking component includes the power battery, the PTC and the high-voltage component, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC and the power corresponding to the high-voltage component, then the second braking module is specifically used to control the power battery, the PTC and the high-voltage component to jointly perform the second braking action.

[0036] Further, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component and the power corresponding to the electronic parking brake unit, then the second braking module is specifically used to control the power battery, the PTC, the high-voltage component and the electronic parking brake unit to jointly perform the second braking action.

[0037] Further, if it is determined that the power corresponding to the self-driving requested braking torque is greater than the sum of the power corresponding to the braking component and the power corresponding to the electronic parking brake unit, the second braking module is specifically used to limit the maximum speed of the vehicle according to the sum of the power corresponding to the braking component and the power corresponding to the electronic parking brake unit.

[0038] Further, when the power corresponding to the self-driving requested braking torque is greater than the sum of the power corresponding to the braking component and the power corresponding to the electronic parking brake unit, it is determined whether the power corresponding to the self-driving requested braking torque is less than the sum of the power corresponding to the braking component, the power corresponding to the electronic parking brake unit, the power corresponding to the generator, the power corresponding to the engine, and the power corresponding to the engine controller;

[0039] If it is less than, the second braking module is specifically used to control the braking component, the electronic parking brake unit, the generator, the engine and the engine controller to jointly perform the second braking action;

[0040] If it is not less than, the second braking module is specifically used to limit the maximum speed of the vehicle according to the sum of the power corresponding to the braking component, the power corresponding to the electronic parking brake unit, the power corresponding to the generator, the power corresponding to the engine and the power corresponding to the engine controller.

[0041] Further, when the power corresponding to the self-driving requested braking torque is greater than the sum of the power corresponding to the braking component and the power corresponding to the electronic parking brake unit, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the power corresponding to the braking component, the power corresponding to the electronic parking brake unit, the power corresponding to the engine, the power corresponding to the reducer and the power corresponding to the drive motor, the second braking module is specifically used to control the braking component, the electronic parking brake unit, the drive motor, the reducer and the engine to jointly perform the second braking action; or,

[0042] When the power corresponding to the self-driving request braking torque is greater than the sum of the power corresponding to the braking component and the power corresponding to the electronic parking brake unit, if it is determined that the power corresponding to the self-driving request braking torque is less than the sum of the power corresponding to the braking component, the power corresponding to the electronic parking brake unit, the power corresponding to the generator, the power corresponding to the engine and the power corresponding to the engine controller, the second braking module is specifically used to control the braking component, the electronic parking brake unit, the generator, the engine and the engine controller to jointly perform the second braking action;

[0043] If it is determined that the power corresponding to the self-driving requested braking torque is greater than the sum of the power corresponding to the braking component, the power corresponding to the electronic parking brake unit, the power corresponding to the engine, the power corresponding to the reducer and the power corresponding to the drive motor, and the power corresponding to the self-driving requested braking torque is greater than the sum of the power corresponding to the braking component, the power corresponding to the electronic parking brake unit, the power corresponding to the generator, the power corresponding to the engine and the power corresponding to the engine controller, then the second braking module is specifically used to limit the maximum speed of the vehicle according to the sum of the power corresponding to the braking component, the power corresponding to the electronic parking brake unit, the power corresponding to the engine, the power corresponding to the reducer and the power corresponding to the drive motor, or according to the sum of the power corresponding to the braking component, the power corresponding to the electronic parking brake unit, the power corresponding to the generator, the power corresponding to the engine and the power corresponding to the engine controller.

[0044] According to the above technical means, in the control of redundant braking, when the power battery charging power is sufficient, only the power battery charging is used to consume the electric energy generated by the electric braking of the drive motor. When the power battery discharge charging power is insufficient, the power battery charging, PTC, high-voltage components, generator-engine system (for non-direct-drive vehicles), drive motor and reducer are used to consume the electric energy generated by the electric braking of the drive motor. At the same time, it is determined whether to pull up the caliper of the electronic parking brake unit to achieve the required braking torque based on the actual required braking power. If none of the above powers are met, the maximum speed of the self-driving function is limited. Therefore, according to whether the charging power of the power battery is sufficient, different braking sources are used for braking, which can meet the redundant braking requirements in most scenarios.

[0045] A vehicle comprises the above-mentioned vehicle redundant braking system.

[0046] According to the above-mentioned technical means, by applying the vehicle redundant braking system in the vehicle, compared with the existing technology, more redundant braking needs can be met, the reliability of redundant braking is improved, and by utilizing the vehicle's existing electric brake unit and electronic parking brake unit as braking components for redundant braking, there is no need to add additional redundant braking components, thereby greatly reducing hardware costs.

[0047] The beneficial effect of the present invention is that a ring network is formed by the main controller, the first controller and the second controller, and the second brake module is mounted under the fourth communication link between the first controller and the second controller, and the first brake module is mounted under the third communication link. The main controller, the first communication link, the first controller, the third communication link and the first brake module are the main brake link, and if any single point or multiple points on the link fail, the control mode is switched to redundant braking. It can be seen that the redundant braking system of the present invention has independent redundant braking execution components, controllers and communication links, and can use the existing electric brake unit and electronic parking brake unit of the vehicle as redundant braking components, so there is no need to add additional redundant braking components, which can greatly reduce hardware costs while meeting redundant braking requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 A schematic structural diagram of a vehicle redundant braking system provided by an embodiment of the present invention;

[0049] Figure 2 A schematic structural diagram of another vehicle redundant braking system provided by an embodiment of the present invention;

[0050] Figure 3 A schematic structural diagram of a vehicle redundant braking system for a pure electric vehicle provided in an embodiment of the present invention;

[0051] Figure 4 A schematic structural diagram of a redundant braking system for a range-extended vehicle provided by an embodiment of the present invention;

[0052] Figure 5 A schematic structural diagram of a redundant braking system for a PHEV vehicle provided in an embodiment of the present invention;

[0053] Figure 6 A schematic diagram of a redundant braking switching strategy provided by an embodiment of the present invention;

[0054] Figure 7 A schematic flow chart of a redundant braking control method for a pure electric vehicle provided by an embodiment of the present invention;

[0055] Figure 8 A schematic flow chart of a redundant braking control method for an extended-range vehicle provided by an embodiment of the present invention;

[0056] Fig. 9 A schematic flow chart of a redundant braking control method for a PHEV vehicle provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0057] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0058] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0059] As autonomous driving technology develops rapidly, the public is paying more and more attention to the safety of autonomous vehicles. As one of the core technologies to ensure driving safety, the performance and reliability of the braking system are directly related to the safety of passengers. Therefore, in the design of autonomous vehicles, introducing redundant braking system design has become the key to improving overall safety.

[0060] In the related art, the redundant braking system of an autonomous vehicle is usually equipped with multiple controllers, such as the first, second, and third controllers. The main controller sends a braking request to each controller. Once a controller fails, the braking request will be automatically forwarded to other controllers that are working normally, thereby achieving multiple redundancy of service brakes and parking brakes.

[0061] Although this solution enhances the reliability of the braking system to a certain extent, it faces the problem of high hardware costs and there is still room for improvement in reliability.

[0062] In view of this, this embodiment proposes a vehicle redundant braking system, which forms a ring network through a main controller, a first controller and a second controller, and the second brake module is mounted under the fourth communication link between the first controller and the second controller, and the first brake module is mounted under the third communication link. Among them, the main controller, the first communication link, the first controller, the third communication link and the first brake module are the main braking link, and if any single point or multiple points on the link fail, the control mode is switched to redundant braking. In this way, more redundant braking needs can be met, the reliability of redundant braking is improved, and by using the vehicle's existing electric brake unit and electronic parking brake unit as redundant braking components, there is no need to add additional redundant brake components, which greatly reduces hardware costs.

[0063] The vehicle redundant braking system provided by this embodiment will be described in detail below with reference to the accompanying drawings.

[0064] Figure 1 FIG. 1 is a schematic structural diagram of a vehicle redundant braking system according to the present invention. Figure 1 As shown, the vehicle redundant braking system 10 provided in this embodiment may include a main controller 101 , a first controller 102 , a second controller 103 , a first braking module 104 and a second braking module 105 .

[0065] Among them, the main controller 101 is connected to the first controller 102 through a first communication link 106, the main controller 101 is connected to the second controller 103 through a second communication link 107, the first controller 102, the second controller 103 and the first braking module 104 are all connected through a third communication link 108; the first controller 102 and the second controller 103 are both connected to the second braking module 105.

[0066] That is, the main controller 101, the first controller 102 and the second controller 103 form a ring communication network; the ring communication network may be a controller area network (CAN), an Ethernet network, or a fusion of CAN and Ethernet. This embodiment does not limit the specific type of the ring communication network.

[0067] There are two communication links between the first controller 102 and the second controller 103, namely, the third communication link 108 and the fourth communication link 109. The third communication link 108 connects the first controller 102 and the first brake module 104, and the second controller 103 and the first brake module 104. The fourth communication link 109 connects the first controller 102 or the second controller 103 and the second brake module 105.

[0068] The main controller 101 is used to send a braking request to the first controller 102 through the first communication link 106; or, when the first communication link 106 fails or the first controller 102 fails, send the braking request to the second controller 103 through the second communication link 107. The first controller 102 is used to control the first braking module 104 to achieve vehicle braking through the third communication link 108 according to the braking request, or, when the preset redundant braking switching condition is met, control the second braking module 105 to achieve vehicle braking. The second controller 103 is used to control the first braking module 104 to achieve braking through the third communication link 108 according to the braking request, or, when the preset redundant braking switching condition is met, control the second braking module 105 to achieve vehicle braking.

[0069] Specifically, Figure 2As shown, the first brake module 104 includes a drive controller 1041 and a brake actuator 1042; the drive controller 1041 is mechanically connected to the brake actuator 1042. The second brake module 105 includes an electric brake unit 1051 and an electronic parking brake unit 1052; the electric brake unit 1051 is connected to the first controller 102 and the second controller 103 through a fourth communication link 109, the first caliper of the electronic parking brake unit 1052 is electrically connected to the first controller 102, and the second caliper of the electronic parking brake unit 1052 is electrically connected to the second controller 103. The drive controller 1041 is used to control the brake actuator 1042 to perform a first braking action according to the control instruction of the first controller 102 or the second controller 103, so as to achieve vehicle braking. Among them, the first braking action is braking by the brake caliper.

[0070] Optionally, the drive controller 1041 may be a hydraulic controller, and correspondingly, the brake actuator 1042 may be a hydraulic mechanism. Optionally, the drive controller 1041 may be an electronic drive, and correspondingly, the brake actuator 1042 may be a transmission mechanism.

[0071] The second brake module 105 includes an electric brake unit 1051 and an electronic parking brake unit 1052. The electric brake unit 1051 is connected to the first controller 102 and the second controller 103 via the fourth communication link 109, the first caliper of the electronic parking brake unit 1052 is connected to the first controller 102, and the second caliper of the electronic parking brake unit 1052 is connected to the second controller 103. The electric brake unit 1051 and the electronic parking brake unit 1052 are used to perform a second braking action according to the control instructions of the first controller 102 and / or the second controller 103 to achieve vehicle braking. The second braking action is that the driving motor of the electric brake unit 1051 is switched to the power generation mode, and the braking is achieved by charging the power battery or consuming the electric energy generated by the driving motor through electrical appliances such as PTC.

[0072] It should be understood that the components included in the electric brake unit 1051 are not completely the same for different vehicle models. The electric brake unit 1051 of different vehicle models will be described in detail below with reference to the accompanying drawings.

[0073] For pure electric vehicles, Figure 3As shown, in the electric brake unit 1051, a motor controller, a drive motor and a brake component may be included. The brake component includes at least one of a power battery, a PTC and a high-voltage component. The motor controller is connected to the first controller 102 and the second controller 103 via a fourth communication link 109, the motor controller is electrically connected to the drive motor, and the drive motor is electrically connected to the power battery, the PTC and the high-voltage component respectively. The high-voltage component is other electrical devices and electrical components on the vehicle except the power battery and the PTC.

[0074] For extended-range models, Figure 4 As shown, in the electric brake unit 1051, a motor controller, a drive motor, a brake component, a generator, an engine and an engine controller are included. The brake component includes at least one of a power battery, a PTC and a high-voltage component. Among them, the motor controller and the engine controller are connected to the first controller 102 and the second controller 103 through the fourth communication link 109, the motor controller is electrically connected to the drive motor, the drive motor is electrically connected to the power battery, the PTC, the high-voltage component and the generator respectively, and the generator, the engine and the engine controller are connected in sequence.

[0075] For plug-in hybrid electric vehicles (PHEV), Figure 5 As shown, in the electric brake unit 1051, a motor controller, a drive motor, a brake component, a generator, an engine, an engine controller and a reducer are included. The brake component includes at least one of a power battery, a PTC and a high-voltage component. Among them, the motor controller and the engine controller are both connected to the first controller 102 and the second controller 103 through the fourth communication link 109, the motor controller is electrically connected to the drive motor, the drive motor is electrically connected to the power battery, the PTC, the high-voltage component and the generator respectively, the generator, the engine and the engine controller are connected in sequence; the drive motor is also connected to the engine through a reducer.

[0076] The electronic parking brake unit 1052 may be a parking mechanism (Electrical Parking Brake, referred to as: EPB). It should be noted that the motor controller, drive motor, power battery, PTC, high-voltage components, generator, engine, engine controller, reducer and EPB are all existing components of the vehicle. Using the existing electric brake unit 1051 and electronic parking brake unit 1052 of the vehicle as the braking source of redundant braking can significantly reduce the hardware cost while meeting the redundant braking requirements.

[0077] In the vehicle redundant braking system 10 of this embodiment, the braking request is issued by the main controller 101 and sent to the first controller via the first communication link 106, or sent to the second controller 103 via the second communication link 107. The first controller 102 and / or the second controller 103 can calculate the required target braking torque according to the target deceleration in the braking request, and send it to the first braking module 104 or the second braking module 105 via the third communication link 108 to perform braking action according to the fault conditions of the first controller 102, the first braking module 104, the third communication link 108 and the fourth communication link 109, so as to achieve vehicle braking.

[0078] Specifically, under normal circumstances, the braking request is issued by the main controller 101 and reaches the first braking module 104 via the first communication link 106 and the first controller 102. This braking link is the main braking link in this embodiment. Only when the main braking link cannot be used will it trigger switching to the redundant braking link for braking. In other words, when the preset redundant braking switching conditions are met, it will switch to the redundant braking link, and the first controller 102 controls the second braking module 105 to achieve vehicle braking, or the second controller 103 controls the first braking module 104 or the second braking module 105 to achieve vehicle braking.

[0079] Among them, the preset redundant braking switching condition is the failure of the third communication link 108, and / or when the first brake module 104 fails, the first controller 102 is used to send a control instruction to the electric brake unit 1051 through the fourth communication link 109, so that the electric brake unit 1051 performs a second braking action, or controls the first caliper of the electronic parking brake unit 1052 to be pulled up, or the second controller 103 controls the second caliper of the electronic parking brake unit 1052 to be pulled up, so as to achieve vehicle braking.

[0080] Please refer to Figure 6 , which shows the redundant braking switching strategy adopted in this embodiment.

[0081] When the preset redundant braking switching condition is failure of the first communication link 106 and / or failure of the first controller 102 , the first controller 102 sends a signal of failure of the first communication link 106 and / or failure of the first controller 102 to the second controller 103 , and the second controller 103 takes over the braking control of the first controller 102 .

[0082] That is to say, when the first communication link 106 fails, or the first controller 102 fails, or both the first communication link 106 and the first controller 102 fail, the second controller 103 sends a control instruction to the first braking module 104 through the third communication link 108, and the drive controller 1041 in the first braking module 104 controls the connected braking actuator 1042 to perform a first braking action according to the control instruction to achieve vehicle braking.

[0083] When the third communication link 108 fails under the preset redundant braking switching conditions, and / or the first brake module 104 fails, the first controller 102 is used to send a control instruction to the electric brake unit 1051 through the fourth communication link 109, so that the electric brake unit 1051 performs a second braking action and controls the first caliper of the electronic parking brake unit 1052 to be pulled up, and the second controller 103 controls the second caliper of the electronic parking brake unit 1052 to be pulled up, so as to achieve vehicle braking.

[0084] That is to say, in the event of any one or more failures in the third communication link 108, the drive controller 1041, and the brake actuator 1042, the first controller 102 can send a control instruction to the electric brake unit 1051 through the fourth communication link 109 to perform electric braking, and pull up the first caliper of the electronic parking brake unit 1052, and pull up the second caliper of the electronic parking brake unit 1052 through the second controller 103, thereby achieving vehicle braking through electric braking and EPB braking.

[0085] The preset redundant braking switching conditions are that at least one of the first communication link 106 and the first controller 102 fails, and when at least one of the third communication link 108 or the first brake module 104 fails, the second controller 103 sends a control instruction to the electric brake unit 1051 through the fourth communication link 109, so that the electric brake unit 1051 performs a second braking action, and controls the second caliper of the electronic parking brake unit 1052 to pull up, thereby achieving vehicle braking.

[0086] Specifically, in the case of a failure of the first communication link 106 and / or the first controller 102, and a failure of the third communication link 108 and / or the first brake module 104, electric braking will be performed via the second communication link 107, the second controller 103, the fourth communication link 109, and the electric brake unit 1051, and the second caliper of the electronic parking brake unit 1052 will be pulled up, and the vehicle braking will be achieved by electric braking and pulling up a single EPB caliper. At this time, the first controller 102 sends a signal of a failure of the first communication link 106 or the first controller 102 to the second controller 103, and the first controller 102 will stop sending control instructions to the electric brake unit 1051, and the second controller 103 can only control the EPB to pull up a single caliper.

[0087] Taking into account that the second braking module 105 includes multiple braking components, in order to efficiently utilize braking energy and accurately match the braking torque, in the present embodiment, for the case of using the second braking module 105 for braking, a redundant braking control method is also provided. This method enables the second braking module 105 to control any one or more braking components in the electric braking unit 1051 to perform braking action when receiving a control instruction, based on the power corresponding to the self-driving requested braking torque in the control instruction and the power corresponding to the electric braking unit 1051, so as to achieve vehicle braking.

[0088] Specifically, for pure electric vehicles, when the second braking module 105 receives a control instruction, it can control any one or more of the power battery, high-voltage components, PTC and electronic parking brake unit to perform braking actions according to the power corresponding to the self-driving request braking torque in the control instruction and the power corresponding to the electric brake unit 1051 to achieve vehicle braking.

[0089] like Figure 7 As shown, in the case where the braking component includes any one of a power battery, a PTC and a high-voltage component, when the power corresponding to the self-driving request braking torque is less than the charging power of the power battery, the second braking module 105 is specifically used to control the power battery to perform the second braking action; or, when the power corresponding to the self-driving request braking torque is less than the power corresponding to the PTC, the second braking module 105 is specifically used to control the PTC to perform the second braking action; or, when the power corresponding to the self-driving request braking torque is less than the power corresponding to the high-voltage component, the second braking module 105 is specifically used to control the high-voltage component to perform the second braking action. In other words, when the charging power of the power battery is sufficient, the power battery is charged or the PTC is heated or the high-voltage component is used to consume the electric energy generated by the electric braking of the drive motor.

[0090] In the case where the braking components include a power battery and a high-voltage component, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery and the power corresponding to the high-voltage component, the second braking module 105 is specifically used to control the power battery and the high-voltage component to jointly perform the second braking action.

[0091] When the charging power of the power battery is insufficient to consume the electric energy generated by the electric braking of the drive motor, it is necessary to combine the power battery and high-voltage components to consume the electric energy generated by the electric braking of the drive motor, so as to meet the power demand corresponding to the self-driving requested braking torque through this collaborative working mode and realize the execution of the second braking action.

[0092] In the case where the braking component includes the power battery and the PTC, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery and the power corresponding to the PTC, the second braking module 105 is specifically used to control the power battery and the PTC to jointly perform the second braking action.

[0093] That is, when the charging power of the power battery is insufficient to consume the electric energy generated by the electric braking of the drive motor, it is necessary to combine the power battery and PTC to consume the electric energy generated by the electric braking of the drive motor, so as to meet the power demand corresponding to the self-driving requested braking torque through this collaborative working mode and realize the execution of the second braking action.

[0094] In the case where the braking components include a power battery, a PTC and a high-voltage component, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC and the power corresponding to the high-voltage component, the second braking module 105 is specifically used to control the power battery, the PTC and the high-voltage component to jointly perform the second braking action.

[0095] When the power battery discharge and charge power is insufficient, it is not enough to rely solely on the power battery to consume the energy generated by braking. At this time, the power battery, PTC, and high-voltage components are combined to consume the electric energy generated by the electric braking of the drive motor. The power battery continues to consume part of the braking energy through its charging function, the PTC can consume part of the energy through heat generation, and the high-voltage components will also participate in consuming energy. Through this collaborative working method, the power demand corresponding to the self-driving request braking torque is met, and the effective execution of the braking action is achieved. At the same time, it also avoids problems such as brake system failures that may be caused by excess braking energy, ensuring the safety and reliability of autonomous driving vehicle braking.

[0096] For example, assuming that the power corresponding to the self-driving request braking torque is 50kW, the charging power of the power battery is 30kW, the power corresponding to the PTC is 15kW, and the power corresponding to the high-voltage component is 10kW. At this time, 50kW is greater than 30kW, and the power battery alone cannot meet the braking energy consumption demand; but 50kW is less than 30kW + 15kW + 10kW = 55kW, so the second braking module 105 will control the power battery, PTC and high-voltage components to consume the energy generated by braking together to complete the braking action and realize vehicle braking.

[0097] When the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component and the power corresponding to the electronic parking brake unit, the second braking module is specifically used to control the power battery, PTC, the high-voltage component and the electronic parking brake unit to jointly perform the second braking action.

[0098] That is to say, if the sum of the charging power of the power battery, the power corresponding to the PTC and the power corresponding to the high-voltage components cannot meet the braking needs of the vehicle, consider whether the power corresponding to the electronic parking brake unit can meet the braking needs of the vehicle. If it can, the power battery, PTC, high-voltage components and electronic parking brake unit are combined to coordinately achieve vehicle braking.

[0099] If it is determined that the power corresponding to the self-driving requested braking torque is greater than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage components and the power corresponding to the electronic parking brake unit, at this time, the braking demand faced by the vehicle is very high. Even if the power battery, PTC, high-voltage components and electronic parking brake unit 1052 are combined, the total power they can consume is not enough to meet the braking demand.

[0100] Therefore, in order to ensure the safety of the vehicle, the second brake module 105 can limit the vehicle speed according to the sum of the powers that can be provided by all relevant components, such as the power battery, PTC, high-voltage components and the electronic parking brake unit 1052. In this way, by limiting the vehicle speed, the energy generated during braking can be reduced, so that the existing combination of brake components of the vehicle can cope with the braking demand to a certain extent, avoiding the inability of the brake system to brake effectively due to excessive braking energy, thereby ensuring the safety of vehicle driving.

[0101] For extended-range vehicles, when receiving a control instruction, the second braking module 105 can control any one or more of the braking components, generator, engine, engine controller and electronic parking brake unit 1052 to perform a second braking action to achieve vehicle braking based on the power corresponding to the self-driving requested braking torque in the control instruction and the power corresponding to the electric brake unit 1051.

[0102] like Figure 8As shown, in the case where the braking component includes any one of a power battery, a PTC and a high-voltage component, when the power corresponding to the self-driving request braking torque is less than the charging power of the power battery, the second braking module 105 is specifically used to control the power battery to perform the second braking action; or, when the power corresponding to the self-driving request braking torque is less than the power corresponding to the PTC, the second braking module 105 is specifically used to control the PTC to perform the second braking action; or, when the power corresponding to the self-driving request braking torque is less than the power corresponding to the high-voltage component, the second braking module 105 is specifically used to control the high-voltage component to perform the second braking action. That is, when the charging power of the power battery is sufficient, the power battery is charged or the PTC is heated or the high-voltage component is used to consume the electric energy generated by the electric braking of the drive motor.

[0103] In the case where the braking components include a power battery and a high-voltage component, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery and the power corresponding to the high-voltage component, the second braking module 105 is specifically used to control the power battery and the high-voltage component to jointly perform the second braking action.

[0104] When the charging power of the power battery is insufficient to consume the electric energy generated by the electric braking of the drive motor, it is necessary to combine the power battery and high-voltage components to consume the electric energy generated by the electric braking of the drive motor, so as to meet the power demand corresponding to the self-driving requested braking torque through this collaborative working mode and realize the execution of the second braking action.

[0105] In the case where the braking component includes the power battery and the PTC, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery and the power corresponding to the PTC, the second braking module 105 is specifically used to control the power battery and the PTC to jointly perform the second braking action.

[0106] That is, when the charging power of the power battery is insufficient to consume the electric energy generated by the electric braking of the drive motor, it is necessary to combine the power battery and PTC to consume the electric energy generated by the electric braking of the drive motor, so as to meet the power demand corresponding to the self-driving requested braking torque through this collaborative working mode and realize the execution of the second braking action.

[0107] In the case where the braking components include a power battery, a PTC and a high-voltage component, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC and the power corresponding to the high-voltage component, the second braking module 105 is specifically used to control the power battery, the PTC and the high-voltage component to jointly perform the second braking action.

[0108] When the power battery discharge and charge power is insufficient, it is not enough to rely solely on the power battery to consume the energy generated by braking. At this time, the power battery, PTC, and high-voltage components are combined to consume the electric energy generated by the electric braking of the drive motor. The power battery continues to consume part of the braking energy through its charging function, the PTC can consume part of the energy through heat generation, and the high-voltage components will also participate in consuming energy. Through this collaborative working method, the power demand corresponding to the self-driving request braking torque is met, and the effective execution of the braking action is achieved. At the same time, it also avoids problems such as brake system failures that may be caused by excess braking energy, ensuring the safety and reliability of autonomous driving vehicle braking.

[0109] If the sum of the charging power of the power battery, the power corresponding to the PTC, and the power corresponding to the high-voltage component cannot meet the braking demand of the vehicle, consider whether the power corresponding to the electronic parking brake unit can meet the braking demand of the vehicle. In other words, when the power corresponding to the self-driving request braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving request braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, and the power corresponding to the electronic parking brake unit 1052, the second braking module is specifically used to control the power battery, PTC, the high-voltage component, and the electronic parking brake unit 1052 to jointly perform the second braking action.

[0110] When the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, and the power corresponding to the self-driving requested braking torque is greater than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, and the power corresponding to the electronic parking brake unit 1052, it is determined whether the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the electronic parking brake unit 1052, and the power corresponding to the generator-engine; wherein the generator-engine includes a generator, an engine, and an engine controller, and the sum of the powers corresponding to the generator-engine includes the power corresponding to the generator, the power corresponding to the engine, and the power corresponding to the engine controller (the generator, the engine, and the engine controller are described as the generator-engine below and in the accompanying drawings).

[0111] If the power corresponding to the braking torque requested by the self-driving vehicle is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the electronic parking brake unit 1052, the power corresponding to the generator and the power corresponding to the engine, the second braking module 105 is specifically used to control the power battery, PTC, the high-voltage component, the electronic parking brake unit 1052 and the generator-engine to jointly perform the second braking action.

[0112] Specifically, under the current braking demand, relying solely on the power battery, or the coordinated work of the power battery, PTC, high-voltage components and the electronic parking brake unit 1052, cannot meet the energy consumption required for braking. At this time, the power that the generator-engine can provide can also be taken into account. If the combined power of these components can meet the power requirement corresponding to the self-driving requested braking torque, the second braking module 105 can control the power battery, PTC, high-voltage components, the electronic parking brake unit 1052, and the generator-engine to jointly perform the second braking action.

[0113] That is, the power battery consumes part of the braking energy by charging; the PTC consumes part of the energy by using its working characteristics (such as heat); the high-voltage components also participate in the energy consumption; the EPB assists in braking by applying braking torque; the generator can convert part of the kinetic energy into electrical energy and store it by generating electricity during the braking process; the engine also consumes energy through some specific mechanisms. In this way, through the coordinated work of these components, the braking action is completed together to ensure that the vehicle can brake according to the braking torque requested by the self-driving, while realizing the reasonable distribution and utilization of energy, ensuring the normal operation of the braking system and the safety of vehicle driving.

[0114] For example, assuming that the power corresponding to the self-driving request braking torque is 80kW, the charging power of the power battery is 30kW, the power corresponding to the PTC is 15kW, and the power corresponding to the high-voltage component is 10kW, the sum of the power of these three components is 30kW + 15kW + 10kW = 55kW, 80kW is greater than 30kW and 80kW is greater than 55kW, indicating that these three components alone cannot meet the braking energy consumption. However, if the power corresponding to the electronic parking brake unit 1052 is 10kW, the power corresponding to the generator is 10kW, and the power corresponding to the engine is 10kW, then the sum of the power of these six components is 30kW + 15kW + 10kW + 10kW + 10kW + 10kW = 85kW, 80kW is less than 85kW, so the second brake module 105 will control these six components to work together to complete the second braking action.

[0115] If the power corresponding to the self-driving requested braking torque is greater than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the electronic parking brake unit 1052, the power corresponding to the generator and the power corresponding to the engine, the second braking module 105 is specifically used to limit the maximum speed of the vehicle according to the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the electronic parking brake unit 1052, and the power corresponding to the generator-engine.

[0116] That is to say, if under the current braking demand, even if the power provided by the power battery, PTC, high-voltage components, electronic parking brake unit 1052, and generator-engine are also taken into account, the power requirement corresponding to the self-driving request braking torque cannot be met, then in this case, in order to ensure the safety of the vehicle, the second brake module 105 can limit the vehicle speed according to the sum of the power that can be provided by all relevant components, such as power battery, PTC, high-voltage components, electronic parking brake unit 1052, generator, engine, and engine controller. In this way, by limiting the vehicle speed, the energy generated during braking can be reduced, so that the existing combination of brake components of the vehicle can cope with the braking demand to a certain extent, avoiding the inability of the brake system to effectively brake due to excessive braking energy, thereby ensuring the safety of vehicle driving.

[0117] For example, assuming that the power corresponding to the self-driving request braking torque is 100kW, the charging power of the power battery is 30kW, the power corresponding to the PTC is 15kW, the power corresponding to the high-voltage component is 10kW, the power corresponding to the electronic parking brake unit 1052 is 10kW, the power corresponding to the generator is 10kW, and the power corresponding to the engine is 10kW. The total power of these components is 30kW + 15kW + 10kW + 10kW + 10kW + 10kW + 10kW = 85kW, and 100kW is greater than 85kW, indicating that all these components working together cannot meet the braking energy consumption requirements. At this time, the second braking module 105 will limit the maximum speed of the vehicle according to the total power of 85kW. For example, the vehicle can originally travel to 120km / h, but now for safety, the maximum speed may be limited to 80km / h to reduce the energy generated during braking and ensure that the vehicle can brake safely under the existing braking capacity.

[0118] For PHEV models, when receiving a control instruction, the second braking module 105 can control any one or more of the braking components, generator, engine, engine controller, electronic parking brake unit 1052, drive motor and reducer to perform a second braking action to achieve vehicle braking based on the power corresponding to the self-driving requested braking torque in the control instruction and the power corresponding to the electric brake unit 1051.

[0119] like Fig. 9As shown, in the case where the braking component includes any one of a power battery, a PTC and a high-voltage component, when the power corresponding to the self-driving request braking torque is less than the charging power of the power battery, the second braking module 105 is specifically used to control the power battery to perform the second braking action; or, when the power corresponding to the self-driving request braking torque is less than the power corresponding to the PTC, the second braking module 105 is specifically used to control the PTC to perform the second braking action; or, when the power corresponding to the self-driving request braking torque is less than the power corresponding to the high-voltage component, the second braking module 105 is specifically used to control the high-voltage component to perform the second braking action. That is, when the charging power of the power battery is sufficient, the power battery is charged or the PTC is heated or the high-voltage component is used to consume the electric energy generated by the electric braking of the drive motor.

[0120] In the case where the braking components include a power battery and a high-voltage component, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery and the power corresponding to the high-voltage component, the second braking module 105 is specifically used to control the power battery and the high-voltage component to jointly perform the second braking action.

[0121] When the charging power of the power battery is insufficient to consume the electric energy generated by the electric braking of the drive motor, it is necessary to combine the power battery and high-voltage components to consume the electric energy generated by the electric braking of the drive motor, so as to meet the power demand corresponding to the self-driving requested braking torque through this collaborative working mode and realize the execution of the second braking action.

[0122] In the case where the braking component includes the power battery and the PTC, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery and the power corresponding to the PTC, the second braking module 105 is specifically used to control the power battery and the PTC to jointly perform the second braking action.

[0123] That is, when the charging power of the power battery is insufficient to consume the electric energy generated by the electric braking of the drive motor, it is necessary to combine the power battery and PTC to consume the electric energy generated by the electric braking of the drive motor, so as to meet the power demand corresponding to the self-driving requested braking torque through this collaborative working mode and realize the execution of the second braking action.

[0124] In the case where the braking components include a power battery, a PTC and a high-voltage component, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC and the power corresponding to the high-voltage component, the second braking module 105 is specifically used to control the power battery, the PTC and the high-voltage component to jointly perform the second braking action.

[0125] When the power battery discharge and charge power is insufficient, it is not enough to rely solely on the power battery to consume the energy generated by braking. At this time, the power battery, PTC, and high-voltage components are combined to consume the electric energy generated by the electric braking of the drive motor. The power battery continues to consume part of the braking energy through its charging function, the PTC can consume part of the energy through heat generation, and the high-voltage components will also participate in consuming energy to meet the power demand corresponding to the self-driving request braking torque, realize the effective execution of the braking action, and also avoid the problems such as brake system failure caused by excess braking energy, ensuring the safety and reliability of autonomous driving vehicle braking.

[0126] If the sum of the charging power of the power battery, the power corresponding to the PTC, and the power corresponding to the high-voltage component cannot meet the braking demand of the vehicle, consider whether the power corresponding to the electronic parking brake unit can meet the braking demand of the vehicle. In other words, when the power corresponding to the self-driving request braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving request braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, and the power corresponding to the electronic parking brake unit 1052, the second braking module is specifically used to control the power battery, PTC, the high-voltage component, and the electronic parking brake unit 1052 to jointly perform the second braking action.

[0127] When the power corresponding to the self-driving request braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving request braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the EPB, the power corresponding to the engine, the power corresponding to the reducer, and the power corresponding to the drive motor, the second braking module is specifically used to control the power battery, PTC, the high-voltage component, the EPB, the drive motor, the reducer, and the engine to jointly perform the braking action. Alternatively, when the power corresponding to the self-driving request braking torque is greater than the charging power of the power battery, if it is determined that the power corresponding to the self-driving request braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the electronic parking brake unit 1052, and the power corresponding to the generator-engine, the second braking module is specifically used to control the power battery, PTC, the high-voltage component, the electronic parking brake unit 1052, and the generator-engine to jointly perform the second braking action.

[0128] In other words, when the power corresponding to the self-driving requested braking torque is greater than the charging power of the power battery, it can be judged whether the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the EPB, the power corresponding to the engine, the power corresponding to the reducer and the power corresponding to the drive motor, and whether the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the electronic parking brake unit 1052, the power corresponding to the generator and the power corresponding to the engine.

[0129] If the power corresponding to the self-driving requested braking torque is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the EPB, the power corresponding to the engine, the power corresponding to the reducer and the power corresponding to the drive motor, but is greater than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the electronic parking brake unit 1052, and the power corresponding to the generator-engine, the second braking module controls the power battery, PTC, the high-voltage component, the EPB, the drive motor, the reducer and the engine to jointly perform the second braking action.

[0130] In this case, the power corresponding to the self-driving request braking torque exceeds the charging power that the power battery can accept, but does not exceed the power that the power battery, PTC, high-voltage components, EPB, engine, reducer and drive motor can provide or withstand. At this time, the drive motor can drag the engine backward through the reducer. At this time, the drive motor is in a power generation state, converting the vehicle's kinetic energy into electrical energy and generating braking torque at the same time. The engine is dragged and rotated by the drive motor, and various components inside it will generate resistance when moving. These resistances will also have a braking effect on the vehicle. In this way, under the joint action of the power battery, PTC, high-voltage components and EPB, drive motor, reducer and engine, greater braking force is provided to meet the vehicle's braking requirements under high braking power requirements.

[0131] If the power corresponding to the self-driving requested braking torque is greater than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the EPB, the power corresponding to the engine, the power corresponding to the reducer and the power corresponding to the drive motor, but is less than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the electronic parking brake unit 1052 and the power corresponding to the generator-engine, the second braking module controls the power battery, PTC, the high-voltage component, the electronic parking brake unit 1052 and the generator-engine to jointly perform the second braking action.

[0132] That is to say, under the current braking demand, the energy consumption required for braking cannot be met by relying solely on the coordinated work of the power battery, PTC, high-voltage components and the electronic parking brake unit 1052. At this time, the power that the generator and the engine can provide can also be taken into consideration. If the combined power of these components can meet the power requirement corresponding to the self-driving requested braking torque, the second braking module 105 can control the power battery, PTC, high-voltage components, the electronic parking brake unit 1052, and the generator-engine to jointly perform the second braking action.

[0133] That is, the power battery consumes part of the braking energy by charging; the PTC consumes part of the energy by utilizing its working characteristics (such as heat generation); high-voltage components also participate in energy consumption; the EPB assists braking by applying braking torque; the generator can convert part of the kinetic energy into electrical energy and store it by generating electricity during the braking process; the engine also consumes energy through some specific mechanisms.

[0134] In this way, through the coordinated work of these components, the braking action is completed together to ensure that the vehicle can brake according to the braking torque requested by the self-driving driver, while achieving the rational distribution and utilization of energy, ensuring the normal operation of the braking system and the safety of vehicle driving.

[0135] If the power corresponding to the self-driving requested braking torque is greater than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the EPB, the power corresponding to the engine, the power corresponding to the reducer and the power corresponding to the drive motor, and the power corresponding to the self-driving requested braking torque is greater than the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the electronic parking brake unit 1052, and the power corresponding to the generator-engine, then the second braking module is specifically used to limit the maximum speed of the vehicle according to the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the EPB, the power corresponding to the engine, the power corresponding to the reducer and the power corresponding to the drive motor, or according to the sum of the charging power of the power battery, the power corresponding to the PTC, the power corresponding to the high-voltage component, the power corresponding to the electronic parking brake unit 1052, and the power corresponding to the generator-engine.

[0136] At this time, the braking demand of the vehicle is very high. At this time, in order to ensure the safety of the vehicle, the second brake module 105 can limit the vehicle speed according to the total power that can be provided by all relevant components, such as power battery, PTC, high-voltage components, electronic parking brake unit 1052, generator-engine, or the power that can be provided by power battery, PTC, high-voltage components, EPB, engine, reducer and drive motor. In this way, by limiting the vehicle speed, the energy generated during braking can be reduced, so that the existing combination of brake components of the vehicle can cope with the braking demand to a certain extent, avoiding the inability of the brake system to effectively brake due to excessive braking energy, thereby ensuring the safety of vehicle driving.

[0137] According to the technical solution of this embodiment, a ring network is formed by the main controller 101, the first controller 102 and the second controller 103, and the second brake module 105 is mounted under the fourth communication link 109 between the first controller 102 and the second controller 103, and the first brake module 104 is mounted under the third communication link 108. Among them, the main controller 101, the first communication link 106, the first controller 102, the third communication link 108 and the first brake module 104 are the main brake link, and any single point or multiple point position failure on the link will switch to the redundant braking control mode. In this way, more redundant braking needs can be met, the reliability of redundant braking is improved, and by using the existing electric brake unit 1051 and the electronic parking brake unit 1052 of the vehicle as the brake components of redundant braking, there is no need to add additional redundant brake components, which greatly reduces the hardware cost.

[0138] This embodiment also provides a vehicle, comprising the vehicle redundant braking system 10 as in the above embodiment.

[0139] By applying the vehicle redundant braking system 10 in the vehicle, this embodiment can meet more redundant braking needs and improve the reliability of redundant braking compared to the prior art. In addition, by utilizing the vehicle's existing electric brake unit 1051 and electronic parking brake unit 1052 as braking components for redundant braking, there is no need to add additional redundant braking components, thereby greatly reducing hardware costs.

[0140] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or change made by a person skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A vehicle redundant braking system, comprising a main controller, a first controller, a second controller, a first braking module and a second braking module, characterized in that: The main controller is connected to the first controller via a first communication link, the main controller is connected to the second controller via a second communication link, the first controller, the second controller and the first brake module are all connected via a third communication link; the first controller and the second controller are both connected to the second brake module; The main controller is configured to send a braking request to the first controller via the first communication link; or, when the first communication link fails or the first controller fails, send the braking request to the second controller via the second communication link; The first controller is configured to control the first braking module to achieve vehicle braking through the third communication link according to the braking request, or control the second braking module to achieve vehicle braking when a preset redundant braking switching condition is met; The second controller is configured to control the first braking module to implement braking through the third communication link according to the braking request when the preset redundant braking switching condition is met, or control the second braking module to implement vehicle braking; The second brake module includes an electric brake unit and an electronic parking brake unit; the electric brake unit is connected to the first controller and the second controller via a fourth communication link, and the electronic parking brake unit is connected to the first controller and the second controller.

2. The system according to claim 1, characterized in that The first braking module includes a drive controller and a brake actuator; the drive controller is connected to the brake actuator, and the drive controller is used to control the brake actuator to perform a first braking action according to a control instruction of the first controller or the second controller to achieve vehicle braking.

3. The system according to claim 2, characterized in that The first caliper of the electronic parking brake unit is connected to the first controller, and the second caliper of the electronic parking brake unit is connected to the second controller; The electric brake unit and the electronic parking brake unit are used to perform a second braking action according to control instructions of the first controller and / or the second controller to achieve vehicle braking.

4. The system according to claim 3, characterized in that The preset redundant brake switching condition is the failure of the third communication link, and / or, when the first brake module fails, the first controller is used to send the control instruction to the electric brake unit through the fourth communication link, so that the electric brake unit performs the second braking action, or controls the first caliper of the electronic parking brake unit to be pulled up, or the second controller controls the second caliper of the electronic parking brake unit to be pulled up to achieve vehicle braking.

5. The system according to claim 3, characterized in that The preset redundant braking switching condition is the failure of the first communication link, and / or, when the first controller fails, the second controller is used to send the control instruction to the first braking module through the third communication link, so that the first braking module performs the first braking action to achieve vehicle braking.

6. The system according to claim 3, characterized in that The preset redundant brake switching condition is that at least one of the first communication link and the first controller fails, and when at least one of the third communication link or the first brake module fails, the second controller sends the control instruction to the electric brake unit through the fourth communication link to make the electric brake unit perform the second braking action, or controls the second caliper of the electronic parking brake unit to pull up to achieve vehicle braking.

7. The system according to claim 3, characterized in that The second braking module is used to control the electric braking unit to perform the second braking action according to the power corresponding to the self-driving requested braking torque in the control instruction and the power corresponding to the electric braking unit when receiving the control instruction; and / or control the electronic parking brake unit to perform the second braking action according to the power corresponding to the self-driving requested braking torque in the control instruction and the power corresponding to the electronic parking brake unit to achieve vehicle braking.

8. The system according to claim 7, characterized in that The electric brake unit includes: a motor controller, a drive motor and an electronic brake component; one end of the motor controller is connected to the first controller and the second controller respectively through the fourth communication link; the drive motor is connected between the other end of the motor controller and the electronic brake component.

9. The system according to claim 7, characterized in that The electric braking unit includes: a motor controller, a drive motor, an electronic braking component and a power assist system; one end of the motor controller is connected to the first controller and the second controller respectively through the fourth communication link; the other end of the motor controller is connected to the electronic braking component and the power assist system respectively through the drive motor.

10. The system according to claim 8, characterized in that The second braking module is specifically used to control the electronic braking component to perform the second braking action when the power corresponding to the self-driving requested braking torque in the control instruction is less than the power corresponding to the electronic braking component.

11. The system according to claim 10, characterized in that The second braking module is also used to: when the power corresponding to the self-driving requested braking torque in the control instruction is greater than the sum of the power corresponding to the electronic braking component and the power corresponding to the electronic parking brake unit, limit the maximum speed of the vehicle according to the sum of the power corresponding to the electronic braking component and the power corresponding to the electronic parking brake unit.

12. The system according to claim 9, characterized in that The second braking module is specifically used for: When the power corresponding to the self-driving requested braking torque in the control instruction is less than the power corresponding to the electronic braking component, the electronic braking component is controlled to perform the second braking action; and / or when the power corresponding to the self-driving requested braking torque in the control instruction is less than the power corresponding to the power assist system, the power assist system is controlled to perform the second braking action.

13. The system according to claim 12, characterized in that The second braking module is also used to: when the power corresponding to the self-driving requested braking torque in the control instruction is greater than the sum of the power corresponding to the electronic braking component, the power corresponding to the power assist system and the power corresponding to the electronic parking brake unit, limit the maximum speed of the vehicle according to the sum of the power corresponding to the electronic braking component, the power corresponding to the power assist system and the power corresponding to the electronic parking brake unit.

14. The system according to any one of claims 10 to 13, characterized in that The electronic braking component includes one or more of a power battery, a heater and a high-voltage component, and the power battery, the heater and the high-voltage component are all connected to the drive motor; wherein the high-voltage component is other electrical devices and electrical parts except the power battery and the heater.

15. The system according to claim 13, characterized in that The power assist system includes a generator, an engine and an engine controller. One end of the generator is connected to the drive motor, the other end of the generator is connected to the engine, and the engine is also connected to the engine controller.

16. The system according to claim 13, characterized in that The power assist system includes a first auxiliary subsystem or a second auxiliary subsystem; the first auxiliary subsystem includes a generator, an engine and an engine controller, one end of the generator is connected to the drive motor, the other end of the generator is connected to the engine, and the engine is also connected to the engine controller; the second auxiliary subsystem includes the engine and the reducer, and the reducer is connected between the drive motor and the engine.

17. A vehicle, characterized in that: Comprising a vehicle redundant braking system as described in any one of claims 1 to 16.

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