A new centralized brake-by-wire system architecture

Abstract

The application discloses a novel centralized brake-by-wire system architecture, which comprises a controller PCBA, a wire harness and a plurality of brake motors; the controller PCBA is connected with the plurality of brake motors through the wire harness to realize motor control; the controller PCBA comprises a wheel speed current signal 4-to-8 processing module, a group of power management PMIC and a 4-wheel speed signal processing module, a group of microprocessor modules, four groups of PMSM motor pre-drivers and four groups of MOS three-phase bridges; the wheel speed current signal 4-to-8 processing module, the power management PMIC and the 4-wheel speed signal processing module, the microprocessor modules, the two groups of PMSM motor pre-drivers and the two groups of MOS three-phase bridges are sequentially connected; the four groups of three-phase bridges are connected with the plurality of brake motors one by one. The novel centralized brake-by-wire system architecture combines the original four sets of brake wheel edge controller electrical systems and two sets of brake domain controller electrical systems into one centralized control unit, thereby greatly saving the installation space and material cost.

Description

TECHNICAL FIELD

[0001] The application belongs to the field of automobile chassis brake-by-wire EMB, and particularly relates to a novel centralized brake-by-wire system architecture. BACKGROUND

[0002] The conventional brake-by-wire EMB (electronic mechanical brake) system architecture is composed of four brake wheel edge controllers, a brake domain controller, a brake-by-wire pedal and the like. The brake wheel edge controller, the brake domain controller and the brake-by-wire pedal are connected to each other through connectors and wire harnesses. The electrical system of the brake wheel edge controller comprises a micro-processing module, a power management module, a motor driving module, a motor and a CAN transceiver module. The electrical system of the brake domain controller comprises two sets of micro-processing modules, power management modules and CAN transceiver modules as redundant backups. The electrical system of the brake-by-wire pedal comprises two sets of power management modules and sensor modules as redundant backups.

[0003] The brake domain controller receives a brake request signal and transmits brake demand to the brake wheel edge controller through the CAN bus, and the brake wheel edge controller realizes braking by driving the brake motor.

[0004] However, the existing brake wheel edge controller has a large volume due to the inclusion of the electrical control system, which causes difficulty in arranging the wheel edge space. Meanwhile, the existing EMB system comprises four sets of brake wheel edge controller electrical systems, two sets of brake domain controller electrical systems and two sets of brake-by-wire pedal electrical systems, which has a high cost. Finally, the existing brake wheel edge controller and the brake domain controller are connected through the CAN bus using the wire harness and the connector, which has a certain failure risk.

[0005] Therefore, it is urgent to design a novel system architecture to solve the above problems. SUMMARY

[0006] The application aims to overcome the above problems and provides a novel centralized brake-by-wire system architecture. The original four sets of brake wheel edge controller electrical systems and two sets of brake domain controller electrical systems are combined into one centralized control unit, which greatly saves the installation space. Compared with the four sets of brake wheel edge controller electrical systems and two sets of brake domain controller electrical systems in the existing EMB system, the use of components is reduced. Meanwhile, the PMSM motor pre-driver and the MOS three-phase bridge in the application are directly controlled by the microprocessor module in the PCB board, which reduces the failure risk caused by CAN bus control, and reduces the use of CAN transceivers and CAN connection wire harnesses and connectors, thereby saving material costs.

[0007] Technical solution: In order to achieve the above purpose, the application provides a new centralized brake-by-wire system architecture, which comprises a controller PCBA, four groups of wire harnesses, a right front brake motor, a left rear brake motor, a left front brake motor and a right rear brake motor; the controller PCBA is connected with the right front brake motor, the left rear brake motor, the left front brake motor and the right rear brake motor through the wire harnesses to realize motor control; the controller PCBA serves as a core control unit and is connected with each brake motor through the wire harnesses to realize centralized control of all brake motors and simplify the system architecture.

[0008] Further, the controller PCBA comprises a wheel speed current signal 4-to-8 processing module, a first power management PMIC and 4 wheel speed signal processing modules, a second power management PMIC and 4 wheel speed signal processing modules, a first microprocessor module, a second microprocessor module, a first PMSM motor pre-driver, a second PMSM motor pre-driver, a third PMSM motor pre-driver, a fourth PMSM motor pre-driver, a first MOS three-phase bridge, a second MOS three-phase bridge, a third MOS three-phase bridge and a fourth MOS three-phase bridge; the controller PCBA integrates wheel speed current signal processing, power management, microprocessor module, motor pre-driver and MOS three-phase bridge and the like into one, greatly reducing the volume and weight of the system, making the controller more compact and facilitating installation and layout.

[0009] Further, the wheel speed current signal 4-to-8 processing module is connected with the first power management PMIC and 4 wheel speed signal processing modules and the second power management PMIC and 4 wheel speed signal processing modules respectively; the first power management PMIC and 4 wheel speed signal processing modules and the second power management PMIC and 4 wheel speed signal processing modules are connected with the first microprocessor module and the second microprocessor module respectively; the wheel speed current signal 4-to-8 processing module can convert wheel speed signals from 4 channels to 8 channels, not only providing more abundant signal details, but also enhancing the stability and anti-interference ability of the signals and improving the reliability of the system.

[0010] Further, the first microprocessor module is connected with the first PMSM motor pre-driver and the second PMSM motor pre-driver respectively; the second microprocessor module is connected with the third PMSM motor pre-driver and the fourth PMSM motor pre-driver respectively; an information interaction channel is arranged between the first microprocessor module and the second microprocessor module; the two microprocessor modules can monitor the state of the other in real time through the information interaction channel, and can switch to the standby module as soon as a fault is detected, reducing downtime and improving the availability of the system.

[0011] Further, the first PMSM motor pre-driver, the second PMSM motor pre-driver, the third PMSM motor pre-driver, and the fourth PMSM motor pre-driver are connected with the first MOS three-phase bridge, the second MOS three-phase bridge, the third MOS three-phase bridge, and the fourth MOS three-phase bridge respectively; the first MOS three-phase bridge, the second MOS three-phase bridge, the third MOS three-phase bridge, and the fourth MOS three-phase bridge are connected with the right front brake motor, the left rear brake motor, the left front brake motor, and the right rear brake motor respectively. The PMSM motor pre-driver module can amplify and convert the control signal output by the microprocessor module, so that it is suitable for driving the MOS three-phase bridge; at the same time, the PMSM motor pre-driver module can also provide overcurrent, overvoltage and other protection functions to ensure that the motor operates within a safe range.

[0012] Further, the controller PCBA further comprises a first redundant power supply switching logic module, a second redundant power supply switching logic module, and a power supply switching switch; the first redundant power supply switching logic module and the second redundant power supply switching logic module are connected with the first microprocessor module and the second microprocessor module respectively. By designing two redundant power supply switching logic modules, when one of the modules fails, the other module can take over the task of power supply switching, improving the stability of power supply switching; at the same time, due to the cooperative control of the redundant power supply switching logic module and the microprocessor, the power supply switching switch can more reliably perform power supply switching.

[0013] Further, the controller PCBA further comprises a first CAN transceiver, a second CAN transceiver, a third CAN transceiver, and a fourth CAN transceiver; the first CAN transceiver and the second CAN transceiver are connected with the first microprocessor module; the third CAN transceiver and the fourth CAN transceiver are connected with the second microprocessor module. The first microprocessor module and the second microprocessor module, two microprocessor modules, can independently manage their respective CAN communication; if one of the microprocessor modules fails, the other microprocessor module and its corresponding CAN transceiver can still work normally, continuing to maintain part of the communication function.

[0014] Further, the power supply switching switch is also connected with the first MOS three-phase bridge, the second MOS three-phase bridge, the third MOS three-phase bridge, and the fourth MOS three-phase bridge, and supplies power. Multiple MOS three-phase bridges can share the total load of the system, avoiding the situation that a single MOS three-phase bridge overheats or performance decreases due to excessive load.

[0015] Further, the connector module is connected with the controller PCBA; the controller PCBA receives power supply, line control brake pedal signals, vehicle body control CAN signals and wheel speed current signals through the connector module. By integrating various signals and power supply in the connector module, the number of contact points and connection points in the system is reduced, and the risk of failure caused by poor contact, virtual welding, plug-in failure and the like is reduced.

[0016] Further, the connector module further includes pedal signal 1 and pedal signal 2; the pedal signal 1 and the pedal signal 2 are connected with the first microprocessor module and the second microprocessor module respectively; the pedal signal 1 and the pedal signal 2 are heterogeneous signals. The design of the heterogeneous pedal signal 1 and the pedal signal 2 improves the safety of the system, that is, even if one signal channel is maliciously attacked or interfered, the other signal channel can still work normally due to its different design.

[0017] Further, the connector module further includes power supply 1 and power supply 2; the power supply 1 and the power supply 2 are connected with the power supply switch. Two independent power supply inputs are provided through the power supply 1 and the power supply 2, the power supply redundancy is realized, if one of the power supplies fails, the power supply switch can quickly switch to the other power supply, ensuring the continuous power supply of the system, and greatly improving the reliability of the system.

[0018] Further, the wire harness includes U, V, W three-phase drive signals and motor position sensor signals. The motor position sensor signals can monitor the running state of the motor in real time, and cooperate with the U, V, W three-phase drive signals to realize reliable control of the brake motor.

[0019] The above technical solution can see that the present application has the following beneficial effects:

[0020] 1. The novel centralized line control brake system architecture adopts a new EMB system architecture, combines the original four sets of brake wheel edge controller electrical systems and two sets of brake domain controller electrical systems into one centralized control unit, and greatly saves the installation space.

[0021] 2. The novel centralized line control brake system architecture adopts two sets of microprocessor modules and two sets of power management PMICs, compared with the four sets of brake wheel edge controller electrical systems and two sets of brake domain controller electrical systems in the existing EMB system, the use of components is reduced, and the material cost is greatly saved.

[0022] 3. The novel centralized brake-by-wire system architecture of the application, the PMSM motor pre-driver and the MOS three-phase bridge in the electronic control unit are directly controlled by the microprocessor module in the PCB board, which reduces the failure risk caused by CAN bus control, and reduces the use of CAN transceiver and CAN connection harness and connector, greatly saving the material cost. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 The overall schematic diagram of the novel centralized brake-by-wire system architecture of the application;

[0024] In the figure:

[0025] 1000-connector module; 1001-wheel speed current signal 4-to-8 processing module; 1002-first CAN transceiver; 1003-second CAN transceiver; 1004-third CAN transceiver; 1005-fourth CAN transceiver; 1006-first power management PMIC and 4-wheel speed signal processing module; 1007-second power management PMIC and 4-wheel speed signal processing module; 1008-first microprocessor module; 1009-second microprocessor module; 1010-power supply switching switch; 1011-first PMSM motor pre-driver; 1012-second PMSM motor pre-driver; 1013-third PMSM motor pre-driver; 1014-fourth PMSM motor pre-driver; 1015-first MOS three-phase bridge; 1016-second MOS three-phase bridge; 1017-third MOS three-phase bridge; 1018-fourth MOS three-phase bridge; 1019-right front brake motor; 1020-left rear brake motor; 1021-left front brake motor; 1035-first redundant power supply switching logic module; 1036-second redundant power supply switching logic module; 1100-controller PCBA;

[0026] 1: 1010-power supply switching switch;

[0027] 2: 1035-first redundant power supply switching logic module;

[0028] 3: 1036-second redundant power supply switching logic module. DETAILED DESCRIPTION

[0029] The embodiments of the application are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are intended to explain the application, and cannot be understood as a limitation of the application. EMBODIMENT

[0030] In this embodiment, as Figure 1This invention discloses a novel centralized brake-by-wire system architecture, comprising: a controller PCBA1100, four sets of wiring harnesses, a right front brake motor 1019, a left rear brake motor 1020, a left front brake motor 1021, and a right rear brake motor 1022; the controller PCBA1100 is connected to the right front brake motor 1019, the left rear brake motor 1020, the left front brake motor 1021, and the right rear brake motor 1022 via wiring harnesses to achieve motor control.

[0031] In particular, the control signals transmitted by the harness can be encrypted to prevent the signals from being tampered with or forged during transmission, thereby improving the reliability of the system.

[0032] In this embodiment, as Figure 1 The controller PCBA1100 includes a 4-to-8 wheel speed current signal processing module 1001, a first power management PMIC and 4-wheel speed signal processing module 1006, a second power management PMIC and 4-wheel speed signal processing module 1007, a first microprocessor module 1008, a second microprocessor module 1009, a first PMSM motor pre-drive module 1011, a second PMSM motor pre-drive module 1012, a third PMSM motor pre-drive module 1013, a fourth PMSM motor pre-drive module 1014, a first MOS three-phase bridge 1015, and a second MOS... The three-phase bridge 1016, the third MOS three-phase bridge 1017, and the fourth MOS three-phase bridge 1018; the 4-to-8 wheel speed current signal processing module 1001 is connected to the first power management PMIC and the 4-wheel speed signal processing module 1006 and the second power management PMIC and the 4-wheel speed signal processing module 1007 respectively; the first power management PMIC and the 4-wheel speed signal processing module 1006 and the second power management PMIC and the 4-wheel speed signal processing module 1007 are connected to the first microprocessor module 1008 and the second microprocessor module 1009 respectively.

[0033] Specifically, the wheel speed current signal 4-to-8 processing module 1001 converts the 4 wheel speed signals into 8 signals and transmits them to the first power management PMIC and 4 wheel speed signal processing module 1006 and the second power management PMIC and 4 wheel speed signal processing module 1007 for processing, and then transmits them to the first microprocessor module 1008 and the second microprocessor module 1009 for analysis and calculation.

[0034] In this embodiment, as Figure 1The first microprocessor module 1008 is connected with the first PMSM motor pre-driver 1011 and the second PMSM motor pre-driver 1012 respectively; the second microprocessor module 1009 is connected with the third PMSM motor pre-driver 1013 and the fourth PMSM motor pre-driver 1014 respectively; an information interaction channel is arranged between the first microprocessor module 1008 and the second microprocessor module 1009; the first PMSM motor pre-driver 1011, the second PMSM motor pre-driver 1012, the third PMSM motor pre-driver 1013 and the fourth PMSM motor pre-driver 1014 are connected with the first MOS three-phase bridge 1015, the second MOS three-phase bridge 1016, the third MOS three-phase bridge 1017 and the fourth MOS three-phase bridge 1018 respectively; the first MOS three-phase bridge 1015, the second MOS three-phase bridge 1016, the third MOS three-phase bridge 1017 and the fourth MOS three-phase bridge 1018 are connected with the right front brake motor 1019, the left rear brake motor 1020, the left front brake motor 1021 and the right rear brake motor 1022 respectively.

[0035] Specifically, the first microprocessor module 1008 integrates the input signal, communicates with the first PMSM motor pre-driver 1011 and the second PMSM motor pre-driver 1012, controls the first MOS three-phase bridge 1015 and the second MOS three-phase bridge 1016 to drive the right front brake motor and the left rear brake motor through the U, V and W three-phase wire harness, and realizes motor control closed loop by collecting motor position sensor signals.

[0036] Specifically, the second microprocessor module 1009 integrates the input signal, communicates with the third PMSM motor pre-driver 1013 and the fourth PMSM motor pre-driver 1014, controls the third MOS three-phase bridge 1017 and the fourth MOS three-phase bridge 1018 to drive the left front brake motor and the right rear brake motor through the U, V and W three-phase wire harness, and realizes motor control closed loop by collecting motor position sensor signals.

[0037] In the embodiment, as shown in Figure 1 The controller PCBA 1100 further includes a first redundant power supply switching logic module 1035, a second redundant power supply switching logic module 1036 and a power supply switching switch 1010; the first redundant power supply switching logic module 1035 and the second redundant power supply switching logic module 1036 are connected with the first microprocessor module 1008 and the second microprocessor module 1009 respectively.

[0038] Specifically, the first microprocessor module 1008 and the second microprocessor module 1009 formulate power supply use strategies through power supply voltage collection, and control the first redundant power supply switching logic module 1035 and the second redundant power supply switching logic module 1036 to switch the power supply switching switch 1010, respectively.

[0039] In this embodiment, as shown in Figure 1 The controller PCBA 1100 further includes a first CAN transceiver 1002, a second CAN transceiver 1003, a third CAN transceiver 1004, and a fourth CAN transceiver 1005; the first CAN transceiver 1002 and the second CAN transceiver 1003 are connected with the first microprocessor module 1008; and the third CAN transceiver 1004 and the fourth CAN transceiver 1005 are connected with the second microprocessor module 1009.

[0040] Specifically, the first microprocessor module 1008 and the second microprocessor module 1009 can monitor the CAN transceiver state of the other party in real time through the information interaction channel, and immediately issue a fault warning signal as soon as an abnormality is detected, reminding the maintenance personnel to check and handle.

[0041] In this embodiment, as shown in Figure 1 The power supply switching switch 1010 is further connected with a first MOS three-phase bridge 1015, a second MOS three-phase bridge 1016, a third MOS three-phase bridge 1017, and a fourth MOS three-phase bridge 1018, and supplies power.

[0042] Specifically, the power supply switching switch 1010 dynamically allocates power to each MOS three-phase bridge, and adjusts the power supply power according to the actual load demand of each bridge, for example, when the load of a certain MOS three-phase bridge is light, the excess power can be allocated to other bridges, ensuring efficient use of power.

[0043] In this embodiment, as shown in Figure 1 The application further includes a connector module 1000, which is connected with the controller PCBA 1100; and the controller PCBA 1100 receives power supply, line control brake pedal signals, vehicle body control CAN signals, and wheel speed current signals through the connector module 1000.

[0044] In particular, a fault diagnosis module can be integrated in the connector module 1000 and the controller PCBA 1100 to monitor the state and quality of signals in real time, and immediately issue a warning signal and record fault information as soon as a signal abnormality or fault is detected, facilitating subsequent maintenance and repair.

[0045] In this embodiment, as shown in Figure 1The connector module 1000 further includes pedal signal 1 and pedal signal 2; pedal signal 1 and pedal signal 2 are respectively connected to the first microprocessor module 1008 and the second microprocessor module 1009; pedal signal 1 and pedal signal 2 are heterogeneous signals.

[0046] In particular, it is preferable to add a signal preprocessing circuit to the connector module 1000 to improve the signal quality and anti-interference capability by filtering and amplifying the pedal signal 1 and pedal signal 2.

[0047] In this embodiment, as Figure 1 The connector module 1000 also includes power supply 1 and power supply 2; power supply 1 and power supply 2 are connected to power supply switching switch 1010.

[0048] Specifically, the power priority can be set through the power supply switching switch 1010, such as giving priority to power supply 1, and automatically switching to power supply 2 when power supply 1 fails or the voltage is unstable.

[0049] In this embodiment, as Figure 1 The wiring harness includes three-phase drive signals (U, V, W) and motor position sensor signals.

[0050] Specifically, by adjusting the frequency and amplitude of the three-phase drive signals U, V, and W, variable frequency speed control of the brake motor can be achieved, and the motor's operating speed can be dynamically adjusted according to actual load requirements, thereby achieving efficient drive.

[0051] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements can be made without departing from the principle of the present invention, and these improvements should also be considered within the scope of protection of the present invention.

Claims

1. A novel centralized brake-by-wire system architecture, characterized by: The connector module (1000), the controller PCBA (1100), four groups of wire harnesses, the right front brake motor (1019), the left rear brake motor (1020), the left front brake motor (1021), and the right rear brake motor (1022) are included. The connector module (1000) is connected with the controller PCBA (1100), the controller PCBA (1100) receives power supply, line control brake pedal signal, vehicle body control CAN signal and wheel speed current signal through the connector module (1000); the connector module (1000) includes pedal signal 1, pedal signal 2, power 1 and power 2, the pedal signal 1 and the pedal signal 2 are connected with the first microprocessor module (1008) and the second microprocessor module (1009) respectively and are heterogeneous signals, and the power 1 and the power 2 are connected with the power supply switching switch (1010); The controller PCBA (1100) includes a wheel speed current signal 4-to-8 processing module (1001), a first power management PMIC and 4 wheel speed signal processing module (1006), a second power management PMIC and 4 wheel speed signal processing module (1007), a first microprocessor module (1008), a second microprocessor module (1009), a first PMSM motor pre-driver (1011), a second PMSM motor pre-driver (1012), a third PMSM motor pre-driver (1013), a fourth PMSM motor pre-driver (1014), a first MOS three-phase bridge (1015), a second MOS three-phase bridge (1016), a third MOS three-phase bridge (1017), a fourth MOS three-phase bridge (1018), a first redundant power supply switching logic module (1035), a second redundant power supply switching logic module (1036), a power supply switching switch (1010), a first CAN transceiver (1002), a second CAN transceiver (1003), a third CAN transceiver (1004), and a fourth CAN transceiver (1005). The wheel speed current signal 4 conversion 8 processing module (1001) is connected with the first power management PMIC and 4 wheel speed signal processing module (1006) and the second power management PMIC and 4 wheel speed signal processing module (1007) respectively; the first power management PMIC and 4 wheel speed signal processing module (1006) and the second power management PMIC and 4 wheel speed signal processing module (1007) are connected with the first microprocessor module (1008) and the second microprocessor module (1009) respectively; the first redundant power switching logic module (1035), the second redundant power switching logic module (1036) are connected with the first microprocessor module (1008) and the second microprocessor module (1009) respectively; the first CAN transceiver (1002) and the second CAN transceiver (1003) are connected with the first microprocessor module (1008), and the third CAN transceiver (1004) and the fourth CAN transceiver (1005) are connected with the second microprocessor module (1009); The first microprocessor module (1008) is connected with the first PMSM motor pre-drive (1011) and the second PMSM motor pre-drive (1012) respectively; the second microprocessor module (1009) is connected with the third PMSM motor pre-drive (1013) and the fourth PMSM motor pre-drive (1014) respectively; an information interaction channel is arranged between the first microprocessor module (1008) and the second microprocessor module (1009); The first PMSM motor pre-drive (1011), the second PMSM motor pre-drive (1012), the third PMSM motor pre-drive (1013) and the fourth PMSM motor pre-drive (1014) are connected with the first MOS three-phase bridge (1015), the second MOS three-phase bridge (1016), the third MOS three-phase bridge (1017) and the fourth MOS three-phase bridge (1018) respectively; the power supply switching switch (1010) is also connected with the first MOS three-phase bridge (1015), the second MOS three-phase bridge (1016), the third MOS three-phase bridge (1017) and the fourth MOS three-phase bridge (1018) and supplies power; The first MOS three-phase bridge (1015), the second MOS three-phase bridge (1016), the third MOS three-phase bridge (1017) and the fourth MOS three-phase bridge (1018) are connected with the right front brake motor (1019), the left rear brake motor (1020), the left front brake motor (1021) and the right rear brake motor (1022) respectively; The four groups of wire harnesses each include U, V, W three-phase driving signals and motor position sensor signals, and the controller PCBA (1100) is connected with the right front brake motor (1019), the left rear brake motor (1020), the left front brake motor (1021), and the right rear brake motor (1022) through the wire harnesses to realize motor control.

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