Vehicle redundant braking system and vehicle

Abstract

The present invention relates to a vehicle redundant braking system and vehicle, and relates to the technical field of autonomous driving vehicles. The system includes: a first controller, a second controller, a first braking module, and a second braking module. 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; and the first controller and the second controller are both connected to the second braking module. The main controller, the first communication link, the first controller, the third communication link, and the first braking module are the main braking link. If any single point or multiple points on the link fail, the control mode is switched to redundant braking. The redundant braking system of the present invention does not require additional redundant braking components, which can reduce hardware costs.

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, public concern about the safety of self-driving cars is growing. Among the various technologies that ensure driving safety, the braking system plays a crucial role, with its performance and reliability directly impacting the safety of passengers. Therefore, in the design of autonomous vehicles, incorporating redundancy into the braking system has become a key element in ensuring overall safety.

[0003] In the prior art, redundant braking systems for autonomous vehicles typically employ multiple controllers, such as a primary controller, a secondary controller, and a tertiary controller. A primary controller issues braking requests to each controller. If a controller fails, the request is forwarded to the other controllers, thereby achieving multiple redundancies for both service 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 objectives of the present invention is to provide a vehicle redundant braking system and a vehicle, so as to solve the problems 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 includes a main controller, a first controller, a second controller, a first brake module, and a second brake 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 brake module are all connected via a third communication link; and the first controller and the second controller are both connected to the second brake module;

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

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

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

[0011] According to the above technical approach, the main controller, the first communication link, the first controller, the third communication link, and the first brake module form a primary braking link. Failure at any single point or multiple points in this link triggers a switch to redundant braking control. This eliminates the need for additional redundant braking components, resulting in higher reliability and lower hardware costs.

[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 the control instructions 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 through 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 vehicle's existing electric brake unit and electronic parking brake unit as the braking source for redundant braking, it is possible to significantly reduce hardware costs 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 the 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 to enable the first braking module to perform 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, so that the electric brake unit performs 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] Furthermore, the electric brake unit includes a motor controller, a drive motor, a power battery, a positive temperature coefficient thermistor heater (PTC) and high-voltage components;

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

[0023] 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 request braking torque in the control instruction and the power corresponding to the electric braking unit.

[0025] Furthermore, 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 connected to the brake component and the generator respectively, 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] Furthermore, 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] 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, which is respectively connected to the brake component and the generator. 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] Furthermore, 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 where 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] Furthermore, 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] Furthermore, 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] Furthermore, 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, determining 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 retarder, 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 retarder, and the engine to jointly perform the second braking action; or,

[0042] 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 generator, the power corresponding to the engine, and the power corresponding to the engine controller, the second braking module is specifically configured 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, when redundant braking is controlled, only the power battery charging is used to consume the electric energy generated by the drive motor's electric braking when the power battery charging power is sufficient. When the power battery discharge charging power is insufficient, the power battery charging, PTC, high-voltage components, generator-engine system (for vehicles with non-direct engine drive), drive motor, and reducer are used to consume the electric energy generated by the drive motor's electric braking. Simultaneously, the actual required braking power is used to determine whether to apply the caliper of the electronic parking brake unit to achieve the required braking torque. If none of the above power levels are met, the maximum speed of the self-driving function is limited. Thus, depending on whether the power battery charging power 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, it can meet more redundant braking needs and improve the reliability of redundant braking. In addition, 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, which greatly reduces hardware costs.

[0047] The beneficial effects of the present invention are as follows: a ring network is formed by a main controller, a first controller, and a second controller, with the second brake module connected to the fourth communication link between the first and second controllers, and the first brake module connected to the third communication link. The main controller, the first communication link, the first controller, the third communication link, and the first brake module constitute the primary brake link. Failure of any single or multiple points in this link results in a switch to redundant braking control. Thus, the redundant braking system of the present invention possesses independent redundant brake actuators, controllers, and communication links, and can utilize the vehicle's existing electric brake unit and electronic parking brake unit as redundant braking components. This eliminates the need for additional redundant brake components, significantly reducing 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 redundant braking system for a pure electric vehicle provided by 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] Figure 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 describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0058] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not 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 complex.

[0059] With the rapid development of autonomous driving technology, public concern about the safety of self-driving cars is growing. As one of the core technologies for ensuring driving safety, the performance and reliability of the braking system directly impact the safety of passengers. Therefore, incorporating braking system redundancy into the design of self-driving cars is crucial to improving overall safety.

[0060] In related technologies, redundant braking systems for autonomous vehicles typically utilize multiple controllers, such as primary, secondary, and tertiary controllers. A primary controller sends braking requests to each controller. If a controller fails, the request is automatically forwarded to the remaining functioning controllers, achieving multiple redundancies for both service and parking brakes.

[0061] Although this solution has enhanced 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 light of this, this embodiment proposes a vehicle redundant braking system. This system forms a ring network with a main controller, a first controller, and a second controller. The second brake module is connected to the fourth communication link between the first and second controllers, and the first brake module is connected to the third communication link. The main controller, the first communication link, the first controller, the third communication link, and the first brake module constitute the primary braking link. Failure of any single or multiple points in this link triggers a switch to redundant braking control. This system can meet a wider range of redundant braking needs and improves redundant braking reliability. Furthermore, by utilizing the vehicle's existing electric brake unit and electronic parking brake unit as redundant braking components, the system eliminates the need for additional redundant braking components, significantly reducing 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 the vehicle redundant braking system of 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 can 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 first controller 102 and second controller 103: a third communication link 108 and a fourth communication link 109. Third communication link 108 connects first controller 102 and first brake module 104, and second controller 103 and first brake module 104. Fourth communication link 109 connects first controller 102 or second controller 103 and second brake module 105.

[0068] The main controller 101 is configured to send a braking request to the first controller 102 via a first communication link 106; or, if the first communication link 106 or the first controller 102 fails, to send the braking request to the second controller 103 via a second communication link 107. The first controller 102 is configured to control the first braking module 104 to brake the vehicle via a third communication link 108 based on the braking request, or, if a preset redundant braking switching condition is met, to control the second braking module 105 to brake the vehicle. The second controller 103 is configured to control the first braking module 104 to brake the vehicle via a third communication link 108 based on the braking request, or, if a preset redundant braking switching condition is met, to control the second braking module 105 to brake the vehicle.

[0069] Specifically, such as 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 via 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 configured to control the brake actuator 1042 to perform a first braking action according to control instructions from the first controller 102 or the second controller 103, thereby braking the vehicle. The first braking action is performed by the brake caliper.

[0070] Alternatively, the drive controller 1041 may be a hydraulic controller, and accordingly, the brake actuator 1042 may be a hydraulic mechanism. Alternatively, the drive controller 1041 may be an electronic drive, and accordingly, 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 a 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 control instructions from the first controller 102 and / or the second controller 103 to achieve vehicle braking. The second braking action is achieved by switching the drive motor of the electric brake unit 1051 to a power generation mode, and consuming the electrical energy generated by the drive motor through power battery charging or PTC and other electrical appliances.

[0072] It should be understood that the components included in the electric brake unit 1051 are not exactly 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, the electric brake unit 1051 may include a motor controller, a drive motor, and a brake component. 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, which is then electrically connected to the power battery, PTC, and high-voltage component. High-voltage components are electrical devices and components on the vehicle other than the power battery and PTC.

[0074] For extended-range models, Figure 4 As shown, the electric brake unit 1051 includes a motor controller, a drive motor, a brake component, a generator, an engine, and an engine controller. The brake component includes at least one of a power battery, a PTC, and a high-voltage component. The motor controller and the engine controller are both 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, which is electrically connected to the power battery, PTC, high-voltage component, and generator, respectively. The generator, engine, and engine controller are connected in sequence.

[0075] For plug-in hybrid electric vehicles (PHEV), Figure 5 As shown, the electric brake unit 1051 includes a motor controller, a drive motor, a brake component, a generator, an engine, an engine controller, and a reducer. The brake component includes at least one of a power battery, a PTC, and a high-voltage component. The motor controller and the engine controller are both 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, which is electrically connected to the power battery, PTC, high-voltage component, and generator, respectively. The generator, engine, and engine controller are connected in sequence. The drive motor is also connected to the engine via a reducer.

[0076] The electronic parking brake unit 1052 can be an electrical parking brake (EPB). It should be noted that the motor controller, drive motor, power battery, PTC, high-voltage components, generator, engine, engine controller, speed reducer, and EPB are all existing vehicle components. Utilizing the vehicle's existing electric brake unit 1051 and electronic parking brake unit 1052 as redundant braking sources can significantly reduce hardware costs while meeting redundant braking requirements.

[0077] In the redundant vehicle braking system 10 of this embodiment, a braking request is issued by the main controller 101 and sent to the first controller via the first communication link 106, or 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 based on the target deceleration in the braking request. Based on the fault conditions of the first controller 102, the first braking module 104, the third communication link 108, and the fourth communication link 109, the first controller 102 and / or the second controller 103 can send the target braking torque to the first braking module 104 or the second braking module 105 via the third communication link 108 to execute a braking action, thereby braking the vehicle.

[0078] Specifically, under normal circumstances, a braking request is issued by main controller 101 and reaches first brake module 104 via first communication link 106 and first controller 102. This braking link serves as the primary braking link in this embodiment. Only when the primary braking link becomes unavailable will a switch to the redundant braking link be triggered for braking. In other words, only when the preset redundant braking switching conditions are met will a switch to the redundant braking link occur, with first controller 102 controlling second brake module 105 to achieve vehicle braking, or second controller 103 controlling either first brake module 104 or second brake 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 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 the failure of the first communication link 106 and / or the failure of the first controller 102, the first controller 102 sends a signal of the failure of the first communication link 106 and / or the 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. The drive controller 1041 in the first braking module 104 controls the connected braking actuator 1042 to perform the 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, thereby achieving 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 control instructions to the electric brake unit 1051 through the fourth communication link 109 for 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, if the first communication link 106 and / or the first controller 102 fails, and the third communication link 108 and / or the first brake module 104 fails, 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 applied. Vehicle braking is achieved through electric braking and the application of a single EPB caliper. At this point, the first controller 102 sends a signal to the second controller 103 indicating a failure in the first communication link 106 or the first controller 102. The first controller 102 stops sending control commands to the electric brake unit 1051, and the second controller 103 can only control the EPB to apply 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 this 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 actions when receiving a control instruction, based on the power corresponding to the self-driving request braking torque in the control instruction and the power corresponding to the electric braking unit 1051, 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 based on 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, when 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 configured to control the power battery to perform the second braking action; alternatively, 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 configured to control the PTC to perform the second braking action; alternatively, 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 configured to control the high-voltage component to perform the second braking action. In other words, when the power battery charging power is sufficient, the electric energy generated by the electric braking of the drive motor is first consumed by the power battery charging, the PTC heating, or the high-voltage component.

[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 work 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 request braking torque through this collaborative work 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's discharge and recharge power is insufficient, relying solely on the power battery to dissipate the energy generated by braking is insufficient. In this case, the power battery, PTC, and high-voltage components work together to dissipate the electrical energy generated by the drive motor's electric braking. The power battery continues to use its charging function to dissipate some of the braking energy, the PTC dissipates some energy through heat generation, and the high-voltage components also participate in energy consumption. This collaborative approach satisfies the power requirements corresponding to the autonomous vehicle's requested braking torque, enabling effective braking. It also avoids problems such as brake system failures caused by excess braking energy, ensuring the safety and reliability of autonomous vehicle braking.

[0096] For example, suppose the power corresponding to the requested braking torque is 50kW, the power battery charging power is 30kW, the power corresponding to the PTC is 15kW, and the power corresponding to the high-voltage components is 10kW. In this case, 50kW is greater than 30kW, and the power battery alone cannot meet the braking energy consumption requirement. However, 50kW is less than 30kW + 15kW + 10kW = 55kW. Therefore, the second braking module 105 controls the power battery, PTC, and high-voltage components to jointly consume the braking energy to complete the braking action and achieve 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 requirements of the vehicle, consider whether the power corresponding to the electronic parking brake unit can meet the braking requirements of the vehicle. If it can, the power battery, PTC, high-voltage components and electronic parking brake unit will be 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, to ensure vehicle safety, the second braking module 105 can limit the vehicle speed based on the total power that can be provided by all relevant components, such as the power battery, PTC, high-voltage components, and the electronic parking brake unit 1052. By limiting the vehicle speed, the energy generated during braking can be reduced, allowing the vehicle's existing braking component combination to meet the braking demand to a certain extent, avoiding the inability of the braking system to effectively brake due to excessive braking energy, thereby ensuring vehicle driving safety.

[0101] For extended-range vehicles, when the second braking module 105 receives a control instruction, it 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 request braking torque in the control instruction and the power corresponding to the electric brake unit 1051.

[0102] like Figure 8As shown, when 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 configured to control the power battery to perform the second braking action; alternatively, 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 configured to control the PTC to perform the second braking action; alternatively, 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 configured to control the high-voltage component to perform the second braking action. That is, when the power battery charging power is sufficient, the electric energy generated by the electric braking of the drive motor is first consumed by the power battery charging, the PTC heating, or the high-voltage component.

[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 work 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 request braking torque through this collaborative work 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's discharge and recharge power is insufficient, relying solely on the power battery to dissipate the energy generated by braking is insufficient. In this case, the power battery, PTC, and high-voltage components work together to dissipate the electrical energy generated by the drive motor's electric braking. The power battery continues to use its charging function to dissipate some of the braking energy, the PTC dissipates some energy through heat generation, and the high-voltage components also participate in energy consumption. This collaborative approach satisfies the power requirements corresponding to the autonomous vehicle's requested braking torque, enabling effective braking. It also avoids problems such as brake system failures caused by excess braking energy, ensuring the safety and reliability of autonomous vehicle braking.

[0109] If the sum of the power battery's charging power, the power corresponding to the PTC, and the power corresponding to the high-voltage components cannot meet the vehicle's braking requirements, the power corresponding to the electronic parking brake unit will be considered to determine whether it can meet the vehicle's braking requirements. That is, if the power corresponding to the self-driving requested braking torque is greater than the power battery's charging power, and if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the power battery's charging power, the power corresponding to the PTC, the power corresponding to the high-voltage components, and the power corresponding to the electronic parking brake unit 1052, the second braking module is specifically configured to control the power battery, PTC, the high-voltage components, 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 all described as the generator-engine below and in the accompanying drawings).

[0111] 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 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, 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 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, electronic parking brake unit 1052, and generator-engine to jointly perform the second braking action.

[0113] Specifically, the power battery consumes some braking energy through charging; the PTC utilizes its operating characteristics (such as heat generation) to dissipate some energy; high-voltage components also contribute to energy consumption; the EPB assists braking by applying braking torque; the generator converts some kinetic energy into stored electrical energy during braking; and the engine also consumes energy through specific mechanisms. In this way, these components work together to complete the braking action, ensuring that the vehicle brakes according to the braking torque requested by the driver, while also achieving the appropriate distribution and utilization of energy, safeguarding the normal operation of the braking system and the safety of the vehicle.

[0114] For example, suppose the power corresponding to the requested 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, 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 braking module 105 controls 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, if the power requirement corresponding to the self-driving braking torque cannot be met under the current braking demand, even taking into account the power provided by the power battery, PTC, high-voltage components, electronic parking brake unit 1052, and generator-engine, then in this case, to ensure vehicle safety, the second braking module 105 can limit the vehicle speed based on the total power provided by all relevant components, such as the 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, allowing the vehicle's existing braking component combination to meet the braking demand to a certain extent, avoiding the braking system's inability to effectively brake due to excessive braking energy, thereby ensuring vehicle driving safety.

[0117] For example, assume the power corresponding to the requested braking torque is 100kW, the power of the power battery is 30kW, the power corresponding to the PTC is 15kW, the power corresponding to the high-voltage components 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. 100kW is greater than 85kW, indicating that even if all these components work together, they cannot meet the braking energy consumption requirement. In this case, the second braking module 105 will limit the vehicle's maximum speed based on this total power of 85kW. For example, the vehicle could originally travel at 120km / h, but for safety reasons, the maximum speed may be limited to 80km / h to reduce the energy generated during braking and ensure that the vehicle can brake safely within the existing braking capacity.

[0118] For PHEV models, when the second braking module 105 receives a control instruction, it 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 request braking torque in the control instruction and the power corresponding to the electric brake unit 1051.

[0119] like Figure 9As shown, when 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 configured to control the power battery to perform the second braking action; alternatively, 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 configured to control the PTC to perform the second braking action; alternatively, 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 configured to control the high-voltage component to perform the second braking action. That is, when the power battery charging power is sufficient, the electric energy generated by the electric braking of the drive motor is first consumed by the power battery charging, the PTC heating, or the high-voltage component.

[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 work 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 request braking torque through this collaborative work 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's discharge and recharge power is insufficient, relying solely on the power battery to dissipate the energy generated by braking is insufficient. In this case, the power battery, PTC, and high-voltage components work together to dissipate the electrical energy generated by the drive motor's electric braking. The power battery continues to use its charging function to dissipate some of the braking energy, the PTC dissipates some energy through heat generation, and high-voltage components also participate in energy consumption to meet the power requirements corresponding to the autonomous vehicle's requested braking torque, achieving effective braking action. This also avoids problems such as brake system failure caused by excess braking energy, ensuring the safety and reliability of autonomous vehicle braking.

[0126] If the sum of the power battery's charging power, the power corresponding to the PTC, and the power corresponding to the high-voltage components cannot meet the vehicle's braking requirements, the power corresponding to the electronic parking brake unit will be considered to determine whether it can meet the vehicle's braking requirements. That is, if the power corresponding to the self-driving requested braking torque is greater than the power battery's charging power, and if it is determined that the power corresponding to the self-driving requested braking torque is less than the sum of the power battery's charging power, the power corresponding to the PTC, the power corresponding to the high-voltage components, and the power corresponding to the electronic parking brake unit 1052, the second braking module is specifically configured to control the power battery, PTC, the high-voltage components, 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 configured to control the power battery, PTC, the high-voltage component, the EPB, the drive motor, the reducer, and the engine to jointly perform a 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 configured to control the power battery, PTC, the high-voltage component, the electronic parking brake unit 1052, and the generator-engine to jointly perform a 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 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. As the engine is dragged and rotated by the drive motor, the movement of its various internal components generates resistance, which also has a braking effect on the vehicle. In this way, the power battery, PTC, high-voltage components and EPB, drive motor, reducer, and engine work together to provide greater braking force 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, relying solely on 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 and the 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.

[0133] 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); high-voltage components also participate in energy consumption; 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 realizing 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 point, the vehicle's braking demand is very high. To ensure vehicle safety, the second brake module 105 can limit the vehicle speed based on the total power available from all relevant components, such as the power battery, PTC, high-voltage components, electronic parking brake unit 1052, and generator-engine, or the power available from the power battery, PTC, high-voltage components, EPB, engine, speed reducer, and drive motor. By limiting the vehicle's speed, the energy generated during braking can be reduced, allowing the vehicle's existing braking component combination to meet the braking demand to a certain extent, preventing the braking system from failing due to excessive braking energy, and thus ensuring vehicle safety.

[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. The second brake module 105 is connected to the fourth communication link 109 between the first controller 102 and the second controller 103, and the first brake module 104 is connected to the third communication link 108. The main controller 101, the first communication link 106, the first controller 102, the third communication link 108, and the first brake module 104 constitute the primary braking link. If any single or multiple points in this link fail, the control mode switches to redundant braking. This can meet more redundant braking needs and improve the reliability of redundant braking. By utilizing the vehicle's existing electric brake unit 1051 and electronic parking brake unit 1052 as redundant braking components, the system eliminates the need for additional redundant braking components, significantly reducing hardware costs.

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

[0139] By applying the vehicle redundant braking system 10 in the vehicle, this embodiment can meet more redundant braking requirements and improve the reliability of redundant braking compared to the existing technology. 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 significantly 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 modification made by those 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 brake the vehicle via the third communication link according to the braking request, or to control the second braking module to brake the vehicle when a preset redundant braking switching condition is met; the second controller is configured to control the first braking module to brake according to the braking request through the third communication link when the preset redundant braking switching condition is met, or to control the second braking module to brake the vehicle; Wherein, 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; The second braking module is used to 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 when the power corresponding to the self-driving request braking torque in the control instruction is greater than the sum of the power corresponding to the electronic braking component in the electric braking unit and the power corresponding to the electronic parking brake unit; wherein the control instruction is issued by the first controller and / or the second controller.

2. The system according to claim 1, wherein: 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 the control instructions 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, wherein: 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, wherein: The preset redundant braking 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, so that the electric brake unit performs 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, wherein: 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 request 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 request 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, wherein: 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, wherein: The second braking module is specifically configured 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 9, wherein: The second braking module is specifically configured to: 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.

12. The system according to claim 11, wherein: 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.

13. The system according to any one of claims 10 to 12, 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 components other than the power battery and the heater.

14. The system according to claim 12, wherein: 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.

15. The system according to claim 12, wherein: 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 a reducer, and the reducer is connected between the drive motor and the engine.

16. A vehicle, characterized in that: The invention comprises a vehicle redundant braking system as claimed in any one of claims 1 to 15.

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