Electromechanical brake system and electric vehicle

Abstract

The invention provides an electro-mechanical braking system and an electric vehicle, the electro-mechanical braking system comprises four wheel end braking devices, and each wheel end braking device comprises a wheel end controller and a brake. The surface of a shell of the first wheel end controller in the four wheel end braking devices comprises a brake pedal sensor interface and a control interface, the brake pedal sensor interface is used for being connected with a brake pedal sensor of the electric vehicle, and the control interface is used for being connected with the other three wheel end controllers. The first wheel end controller is used for controlling brakes in the four wheel end braking devices to brake four wheels of the electric vehicle according to the opening degree, indicated by the brake pedal sensor, of the brake pedal. A brake pedal sensor signal is connected into a wheel end brake device, so that the wheel end brake device can perform brake control based on the opening degree of the brake pedal, and the structure of the brake system can be simplified on the premise of ensuring the brake performance of the electronic mechanical brake system.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular, to an electromechanical braking system and an electric vehicle. Background Art

[0002] With the popularization and application of automobiles, the requirements for the driving safety of automobiles are also increasing day by day. The vehicle braking system has always played a crucial role in vehicle safety. With the rapid development of automobile industrial technology and the continuous increase of vehicle driving speed, the importance of the vehicle braking system has become more and more obvious. The electromechanical braking (EMB) system has the advantages of fast response, high efficiency, etc., and can better meet the development needs of automobiles in terms of safety, efficiency, etc., especially can adapt to the electrification development needs of automobiles. However, the current electromechanical braking system usually needs to be provided with at least one central controller to realize braking demand recognition and braking torque distribution, and the complexity and cost of the system are relatively high. Summary of the Invention

[0003] The present application provides an electromechanical braking system and an electric vehicle. By connecting the brake pedal sensor signal to a wheel-end braking device, the wheel-end control device can perform braking control based on the brake pedal opening, and the structure of the braking system can be simplified on the premise of ensuring the braking performance of the electromechanical braking system.

[0004] In a first aspect, an electromechanical braking system is provided. The electromechanical braking system includes four wheel-end braking devices. Each wheel-end braking device includes a wheel-end controller and a brake. Each wheel-end controller is used to control the brake to output a braking force. Among them, the surface of the housing of the first wheel-end controller among the four wheel-end braking devices includes a brake pedal sensor interface and a control interface. The brake pedal sensor interface is used to connect the brake pedal sensor of the electric vehicle, and the control interface is used to connect the other three wheel-end controllers. The first wheel-end controller is used to control the brakes of the four wheel-end braking devices to brake the four wheels of the electric vehicle according to the opening of the brake pedal indicated by the brake pedal sensor.

[0005] It can be understood that the wheel-end controller for connecting the brake pedal sensor among the four wheel-end controllers provided in the embodiments of the present application is the first wheel-end controller. In other words, the first wheel-end controller refers to the wheel-end controller connected to the brake pedal sensor, and does not specifically refer to a specific one among the four wheel-end controllers, but can be any one of the four wheel-end controllers.

[0006] Among them, the brake pedal sensor can be different types of sensors such as a brake pedal displacement sensor or a brake pedal pressure sensor, which are not limited in the embodiments of this application. Among them, the brake pedal displacement sensor is used to monitor the movement angle of the brake pedal, and the first wheel-end controller can calculate the stroke or opening of the brake pedal based on the movement angle of the brake pedal from the brake pedal sensor, so as to obtain the braking force requirement of the electric vehicle. The brake pedal pressure sensor is used to monitor the pressure acting on the brake pedal, and the first wheel-end controller can calculate the stroke or opening of the brake based on the pressure acting on the brake pedal, so as to obtain the braking force requirement of the electric vehicle.

[0007] The first wheel-end controller is connected to the brake pedal sensor through the brake pedal sensor interface, so that the control circuit in the first wheel-end controller can receive the brake pedal signal from the brake pedal sensor through the brake pedal sensor interface and the internal circuit, and then identify the braking force requirement based on the brake pedal signal. Among them, the opening of the brake pedal indicates the magnitude of the braking force required by the driver. When the opening of the brake pedal is larger, the driver's demand for braking is greater, and the braking force that the braking system needs to output is also greater. When the vehicle is driving normally, the first wheel-end controller controls the wheel-end braking device to output the braking force indicated by the opening of the brake pedal according to the opening of the brake pedal. The larger the opening of the brake pedal, the greater the braking force that the wheel-end braking device needs to output, and the smaller the opening of the brake pedal, the smaller the braking force that the wheel-end braking device needs to output. That is, the braking force output by the wheel-end braking device changes with the change of the opening of the brake pedal.

[0008] Moreover, the first wheel-end controller is connected to the other three wheel-end controllers through the control interface on the surface of the housing, so that the control circuit in the first wheel-end controller can send control signals to some or all of the other three wheel-end controllers through the control interface, thereby controlling the corresponding brake to output braking force.

[0009] That is to say, after the first wheel-end controller determines the braking forces that the four brakes need to output according to the opening of the brake pedal, it can control the braking torque output by the braking motor to the actuator without performing braking force distribution through the central controller. At the same time, the first wheel-end controller can also output brake control signals to some or all of the other three wheel-end controllers through the control interface. The brake control signal is used to indicate the braking force that the brake corresponding to the wheel-end controller receiving the signal needs to output.

[0010] According to the solution of this application, the signal of the brake pedal sensor is connected to the wheel-end controller of a wheel-end braking device, and the wheel-end controller identifies the braking demand and distributes the braking force according to the brake pedal sensor signal, which can simplify the structure of the braking system while ensuring the braking performance of the electro-mechanical braking system.

[0011] In combination with the first aspect, in some implementations, the electro-mechanical braking system further includes a central controller configured to receive a brake pedal signal from another brake pedal sensor, and the control interface is further configured to connect to the central controller. In response to the central controller being valid, the first wheel-end controller is further configured to control the corresponding brake to output braking force according to the indication of the brake control signal from the central controller. In response to the central controller failing, the first wheel-end controller is further configured to control the brakes in the four wheel-end braking devices to brake the four wheels of the electric vehicle according to the opening of the brake pedal indicated by the brake pedal sensor.

[0012] It can be understood that the central controller can serve as the main controller in the electro-mechanical braking system. When the central controller is valid, the first wheel-end controller can act as an actuator to control the corresponding brake to output braking force according to the indication of the brake control signal from the central controller.

[0013] It can be understood that when the central controller fails, at this time the first wheel-end controller acts as a computing center to control the brakes in the four wheel-end braking devices to output braking force to the wheels of the electric vehicle according to the opening of the brake pedal indicated by the brake pedal sensor. Among them, the specific manner for the first wheel-end controller to determine the failure of the central controller is not limited in this application. Exemplarily, the signals exchanged between the central controller and the four wheel-end controllers may include a central controller validity signal, which is used to indicate whether the central controller is valid or failed. And the central controller will send the central controller validity signal to the four wheel-end controllers so that the four wheel-end controllers can obtain the current validity state of the central controller. Exemplarily, when the central controller fails, the central controller loses the ability to communicate with the four wheel-end controllers. That is to say, when the four wheel-end controllers cannot receive signals from the central controller, then at this time the four wheel-end controllers will determine that the central controller has failed.

[0014] According to the solution of this application, the first wheel-end controller can serve as a redundant controller in the electro-mechanical braking system to continue to control the brakes in the four wheel-end braking devices to output braking force when the central controller fails, thereby avoiding the failure of the entire electro-mechanical braking system caused by the failure of the central controller and improving the safety and reliability of the braking system.

[0015] In combination with the first aspect, in some implementations, the brake pedal sensor interface is configured to receive at least two brake pedal signals from the brake pedal sensor, and the central controller is configured to receive at least two brake pedal signals from the other brake pedal sensor.

[0016] According to the solution of the present application, the electromechanical braking system provided by the present application includes two brake pedal sensors that are backup to each other, and the two brake pedal sensors are respectively used to connect to the central controller and the first wheel-end controller. On the one hand, the two brake pedal sensors can more accurately detect the movement state of the brake pedal. On the other hand, if one of the brake pedal sensors fails, the other brake pedal sensor can still detect the movement state of the brake pedal alone, improving the operation reliability of the electromechanical braking system.

[0017] In combination with the first aspect, in some implementation manners, the first wheel-end controller is further configured to output at least two brake pedal signals from the brake pedal sensor to the central controller through the control interface.

[0018] It can be understood that the first wheel-end controller can directly output the received signal to the central controller when receiving at least two brake pedal signals from the brake pedal sensor, or can output the received signal to the first wheel-end controller after responding to the signal from the central controller for indicating the failure of the brake sensor. The embodiments of the present application do not limit this.

[0019] According to the solution of the present application, the central controller can receive the brake pedal signal from the brake pedal sensor through the first wheel-end controller, so that the central controller can still control the four wheel-end braking devices to output the braking force corresponding to the brake pedal opening based on the brake pedal opening indicated by the brake pedal signal even when the other connected brake pedal sensor fails.

[0020] In combination with the first aspect, in some implementation manners, the housing of the first wheel-end controller further includes a first communication interface, and the first wheel-end controller is further configured to receive a throttle pedal signal from the vehicle controller through the first communication interface, and the throttle pedal signal is used to indicate the opening of the throttle pedal of the electric vehicle. In response to the failure of both the brake pedal sensor and the other brake pedal sensor and the decrease in the opening of the throttle pedal indicated by the throttle pedal signal, the first wheel-end controller is further configured to control the brakes of the four wheel-end braking devices to output braking force to the four wheels of the electric vehicle. Wherein, the braking force increases as the opening of the throttle pedal decreases.

[0021] It can be understood that after both the brake pedal sensor and the other brake pedal sensor fail, if the opening of the throttle pedal indicated by the throttle pedal sensor decreases, it can be regarded that the driver starts to release the accelerator pedal. At this time, the first wheel-end controller can control the brakes in the four wheel-end braking devices to output braking force, thereby assisting the electric vehicle to gradually decelerate until it stops. That is to say, even if the brake pedal sensor of the electric vehicle fails, the driver can control the four wheels of the electric vehicle to brake by operating the throttle pedal.

[0022] According to the solution of the present application, in the scenario where all the brake pedal sensors configured in the electric vehicle fail, the first wheel-end controller can still control the four wheel-end devices to output braking force based on the degree of decrease in the throttle pedal opening, avoiding the risk of braking failure caused by the failure of the brake pedal sensors and improving the safety and reliability of the electric vehicle.

[0023] In combination with the first aspect, in some implementation manners, the first wheel-end controller is further configured to receive at least one path of throttle pedal signal from the throttle pedal sensor of the electric vehicle through the first communication interface.

[0024] It can be understood that even in the case where both the brake pedal sensor and another brake pedal sensor fail, and the vehicle controller fails or the connection with the vehicle controller fails, the first wheel-end controller can still obtain the throttle pedal signal from the throttle pedal sensor, and then control the four brakes to output braking force to the four wheels based on the throttle pedal opening.

[0025] It can be understood that the signals output by the sensors in the present application, such as the throttle pedal signal and the brake pedal signal, are single edge nibble transmission (SENT) signals, or analog voltage signals, or analog current signals, etc.

[0026] According to the solution of the present application, the first wheel-end controller can obtain multiple paths of signals from the throttle pedal sensor, realizing signal redundancy, and can further improve the reliability and safety of the electro-mechanical braking system.

[0027] In combination with the first aspect, in some implementation manners, in response to the failure of the throttle pedal signal, the first wheel-end controller is further configured to control the brakes of the four wheel-end braking devices to output a preset braking force to the brakes of the four wheels of the electric vehicle.

[0028] It can be understood that during the driving process of the electric vehicle, the failure of the throttle pedal signal will cause the drive system of the electric vehicle to be unable to output torque based on the accurate throttle pedal opening, and then the power output of the electric vehicle will be out of control. At this time, in order to avoid the situation where the driver's driving confidence is interfered and he cannot perform correct operations in time, the first wheel-end controller will actively control the brakes of the four wheel-end braking devices to output a preset braking force, so that the electric vehicle slows down slowly until it stops, thereby ensuring the driving safety of the electric vehicle. Among them, active control means that the first wheel-end controller can control the four wheel-end braking devices to output braking force without relying on the change of the brake pedal opening indicated by the brake pedal sensor or the braking control signal of the central controller, but can control the four wheel-end braking devices to output braking force in response to the failure of the throttle pedal sensor.

[0029] Further, when the brake pedal sensor is effective, during the process of the first wheel-end controller outputting a preset braking force, it can also respond to the change in the opening of the brake pedal indicated by the brake pedal sensor and adjust the braking force output by the brake in the four wheel-end braking devices.

[0030] According to the solution of the present application, the first wheel-end controller can actively control the four wheel-end braking devices to output braking force when detecting the failure of the accelerator pedal sensor, and actively reduce the vehicle speed to ensure the driving safety of the electric vehicle.

[0031] Combined with the first aspect, in some implementation manners, the housing of the second wheel-end controller among the other three wheel-end controllers includes a second brake pedal sensor interface for connecting the brake pedal sensor. In response to the failures of both the first wheel-end controller and the central controller, the second wheel-end controller is further configured to control the brakes in the other three wheel-end braking devices to brake the three wheels of the electric vehicle according to the opening of the brake pedal indicated by the brake pedal sensor.

[0032] It can be understood that the wheel-end controller for connecting the brake pedal sensor among the other three wheel-end controllers provided in the embodiments of the present application is the second wheel-end controller. In other words, the second wheel-end controller refers to the wheel-end controller connected to the brake pedal sensor, and does not specifically refer to a particular one among the other three wheel-end controllers, but can be any one of the other three wheel-end controllers.

[0033] It can be understood that when the second wheel-end controller detects the failure of the first wheel-end controller, it can control the corresponding actuator to output braking force and output a braking control signal to all or part of the wheel-end controllers of the other two wheel-end braking devices. The braking control signal is used to indicate the braking force that the brake corresponding to the wheel-end controller receiving the signal needs to output. That is to say, by connecting the signal of the brake pedal sensor to the second wheel-end controller, the second wheel-end controller can control the brakes in the other three wheel-end braking devices to output braking force according to the opening of the brake pedal indicated by the brake pedal signal when both the central controller and the first wheel-end controller fail.

[0034] According to the solution of the present application, the electro-mechanical braking system can include two redundantly braked wheel-end controllers to control the brakes in the other three wheel-end braking devices to output braking force when the central controller and the second wheel-end controller fail, further improving the safety and reliability of the braking system.

[0035] In combination with the first aspect, in some implementation manners, the second brake pedal sensor interface is configured to receive at least one path of brake pedal signals from the brake pedal sensor, and the at least one path of brake pedal signals is different from the brake pedal signals received by the first wheel-end controller. That is to say, the signals of the brake pedal sensor can be divided into at least three groups. The first wheel-end controller can receive at least two groups of brake pedal signals, and the second wheel-end controller is configured to receive at least one other group of brake pedal signals.

[0036] It can be understood that when the first wheel-end controller fails because it cannot receive the brake pedal signals provided by the brake pedal sensor and thus cannot make a decision by itself, since the second wheel-end controller can receive at least one other path of brake pedal signals, the second wheel-end controller can normally control the brake to output braking force in the other three wheel-end braking devices.

[0037] According to the solution of the present application, the first wheel-end controller and the second wheel-end controller can respectively obtain the signals from the accelerator pedal sensor through different links to achieve signal redundancy, which can further improve the reliability and safety of the electro-mechanical braking system.

[0038] In combination with the first aspect, in some implementation manners, the first wheel-end controller is further configured to receive at least one path of brake pedal signals from the second wheel-end controller through the control interface, and control the brakes in the four wheel-end braking devices to brake the four wheels of the electric vehicle according to the brake pedal opening indicated by at least one of the brake pedal signals from the brake pedal sensor or at least one path of brake pedal signals from the second wheel-end controller.

[0039] According to the embodiment of the present application, the first wheel-end controller and the second wheel-end controller can interact the received brake pedal signals with each other through the control interface, so that the first wheel-end controller can determine the opening of the brake pedal by combining the brake pedal signals respectively provided by the brake pedal sensor and the second wheel-end controller, thereby realizing brake control, which is beneficial to improving the reliability and accuracy of the brake control of the first wheel-end controller.

[0040] In combination with the first aspect, in some implementation manners, the surface of the housing of the first wheel-end controller further includes an inertial sensor interface, and the inertial sensor interface is configured to receive an acceleration signal and a vehicle body attitude signal from an inertial sensor. The acceleration signal is used to indicate the acceleration of the electric vehicle, and the vehicle body attitude signal is used to indicate at least one of the pitch angular velocity, roll angular velocity or yaw angular velocity of the electric vehicle.

[0041] It can be understood that the first - stage wheel - end controller can control the brakes of the four wheel - end devices to dynamically adjust the braking force based on the acceleration signal and the vehicle body attitude signal, so as to realize functions such as traction control system and vehicle body dynamic control. Exemplarily, when the electric vehicle is avoiding obstacles at high speed, the first - stage wheel - end brakes can monitor the roll angular velocity and lateral acceleration of the vehicle based on the acceleration signal and the vehicle body attitude signal, so as to control the brakes of the two wheel - end braking devices on the outer side of the electric vehicle turning to output braking force to achieve unilateral braking, thereby reducing the vehicle speed and generating a reverse torque to offset the roll.

[0042] According to the solution of the present application, the signals of the inertial sensor are connected to the first - stage wheel - end controller, so that the first - stage wheel - end controller can dynamically adjust the braking force output by the braking system based on the vehicle acceleration signal and the vehicle body attitude signal, improving the driving performance of the vehicle.

[0043] Combined with the first aspect, in some implementation manners, the surface of the housing of the first - stage wheel - end controller further includes a parking switch interface and a parking control interface. The parking switch interface is used to connect to the electronic parking brake system switch of the electric vehicle, and the parking control interface is used to connect to the electronic parking brake system switch of the electric vehicle. The first - stage wheel - end controller is further used to control the electronic parking brake system of the electric vehicle to output parking braking force through the parking control interface.

[0044] According to the solution of the present application, the electronic parking brake system switch is connected to the first - stage wheel - end controller, so that the first - stage wheel - end controller can control parking, improving the integration degree of the wheel - end controller.

[0045] Combined with the first aspect, in some implementation manners, the surface of the housing of the first - stage wheel - end controller further includes a wheel speed sensor interface. The wheel speed sensor interface is used to receive the wheel speed signal from the wheel speed sensor, and the wheel speed signal is used to indicate the rotational speed of the wheels of the electric vehicle.

[0046] It can be understood that the surface of the housing of the first - stage wheel - end controller includes a wheel speed sensor interface, so that the control circuit in the first - stage wheel - end controller can be connected to the wheel speed sensor through the wheel speed sensor interface, and can receive the wheel speed signals from multiple wheel speed sensors through the wheel speed sensor interface. The wheel speed signals are used to indicate the rotational speed of each wheel of the electric vehicle.

[0047] According to the solution of the present application, the first - stage wheel - end controller can adjust the braking force respectively output by the brakes in the four wheel - end braking devices according to the rotational speed of the wheels indicated by the wheel speed signal, so as to maintain the stability of the vehicle body during braking. Exemplarily, when the electric vehicle is driving on a road surface with different adhesion coefficients on the left and right sides, the first - stage wheel - end controller can control the brakes in the left and right wheel - end braking devices to output different braking forces, so as to maintain the stability of the vehicle body of the electric vehicle.

[0048] In combination with the first aspect, in some implementation manners, the surface of the housing of the first wheel-end controller further includes a height sensor interface and a suspension control interface. The height sensor interface is used to connect the height sensor of the electric vehicle, and the suspension control interface is used to connect the suspension system of the electric vehicle. The first wheel-end controller is further configured to control the suspension system to adjust the suspension damping according to the vehicle body height indicated by the height sensor.

[0049] It can be understood that during the braking process of the electric vehicle, the first wheel-end controller can, while controlling the brakes of the four wheel-end braking devices to output braking forces to the four wheels, calculate based on the height signal of the height sensor and control the suspension system of the electric vehicle through the suspension control interface to adjust the suspension height or the suspension damping at the wheels of the electric vehicle, thereby improving the vehicle body stability of the electric vehicle during intense braking. That is to say, the first wheel-end controller can perform joint control on the braking system and the suspension system, and coordinately adjust the braking forces of the four wheel-end braking devices and the height of the suspension, which is beneficial to improving the driving performance of the electric vehicle.

[0050] According to the embodiments of the present application, the first wheel-end controller can access the height sensor, thereby controlling the suspension system of the electric vehicle based on the height signal indicated by the height sensor, and thus improving the driving performance of the electric vehicle through the coordinated cooperation of the braking system and the suspension system.

[0051] In combination with the first aspect, in some implementation manners, the surface of the housing of the first wheel-end controller further includes an intelligent driving signal input interface. The intelligent driving signal input interface is used to receive the intelligent driving signal from the intelligent driving controller of the electric vehicle, and the intelligent driving signal is used to control the driving system, the braking system, and the suspension system of the electric vehicle. The first wheel-end controller is configured to control the brakes in the four wheel-end braking devices to brake the four wheels of the electric vehicle according to the indication of the intelligent driving signal.

[0052] According to the embodiments of the present application, the first wheel-end controller can realize the control of the braking system in response to the indication of the intelligent driving signal output by the intelligent driving controller, which has strong practicability.

[0053] In the second aspect, an electric vehicle is provided. The electric vehicle includes an electromechanical braking system in any implementation manner of the first aspect for the four wheels, and the electromechanical braking system is configured to output a braking force to the wheels to brake the four wheels. Description of the Drawings

[0054] Figure 1 is a schematic diagram of the electric vehicle provided by the embodiments of the present application;

[0055] Figure 2 is a schematic structural diagram of a wheel-end braking device 210 provided by the embodiments of the present application;

[0056] Figure 3 It is a schematic diagram of the first-round end controller 211 provided by an embodiment of the present application;

[0057] Figure 4 It is a connection schematic diagram of the electro-mechanical braking system 20 provided by an embodiment of the present application;

[0058] Figure 5 It is another connection schematic diagram of the electro-mechanical braking system 20 provided by an embodiment of the present application;

[0059] Figure 6 It is yet another connection schematic diagram of the electro-mechanical braking system 20 provided by an embodiment of the present application. Detailed implementation manners

[0060] Next, the technical solutions in the present application will be described with reference to the accompanying drawings.

[0061] The reference to "some embodiments" etc. described in this specification means that specific features, structures or characteristics described in connection with that embodiment are included in one or more embodiments of the present application. Thus, the statements "in some embodiments" etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "comprise", "include", "have" and their variants all mean "include but not limited to", unless otherwise specifically emphasized in other ways.

[0062] With the popularization and application of automobiles, the requirements for the driving safety of automobiles are also increasing day by day. The vehicle braking system has always played a crucial role in vehicle safety. With the rapid development of automotive industrial technology and the continuous increase of vehicle driving speed, the importance of the vehicle braking system has become more and more obvious. With the continuous improvement of the requirements for braking performance, after a large number of electronic control systems such as anti-lock brake system (ABS), traction control system (TCS), etc. are added to the traditional hydraulic or air braking system, the structure and pipeline layout become more and more complex, and the hidden danger of hydraulic (air) circuit leakage also increases. At the same time, the difficulty of assembly and maintenance also increases accordingly. Therefore, the electro-mechanical braking system (EMB) with relatively simple structure and reliable function integration is more and more favored. However, the current electro-mechanical braking system usually needs to set at least one central controller to realize braking demand recognition and braking torque distribution, and the complexity and cost of the system are relatively high.

[0063] In view of this, an embodiment of the present application provides an electro-mechanical braking system and an electric vehicle. By connecting the brake pedal sensor signal to one of the wheel-end braking devices, the wheel-end control device can perform braking control based on the brake pedal opening, thereby simplifying the structure of the braking system while ensuring the braking performance of the electro-mechanical braking system.

[0064] Figure 1 This is a schematic diagram of a vehicle provided by an embodiment of the present application. As Figure 1 shown, the vehicle 10 includes a braking system 20 and four wheels. Among them, the braking system includes four wheel-end braking devices 210-240, and the four wheel-end braking devices are respectively arranged at the four wheels of the vehicle. The vehicle 10 may also include a power battery (not shown in the figure) connected to the braking system 20, and the power battery is used to supply power to the four wheel-end braking devices in the braking system 20. The electric vehicle 10 also includes a brake pedal and a parking button, and the driver can control the driving state of the vehicle through the brake pedal and the parking button. The travel of the brake pedal and the state of the parking button can control the wheel-end braking device to perform braking and / or parking. During the braking process of the electric vehicle 10, the braking system 20 is used to provide braking force for the four wheels.

[0065] The embodiment of the present application is mainly applied to the braking and parking processes of the vehicle. The electric vehicle 10 includes, but is not limited to, a pure electric vehicle (pure electric vehicle / battery electric vehicle, pure EV / battery EV), a hybrid electric vehicle (hybrid electric vehicle, HEV), a range extended electric vehicle (range extended electric vehicle, REEV), a plug-in hybrid electric vehicle (plug-in hybrid electric vehicle, PHEV), a new energy vehicle (new energy vehicle, NEV), etc.

[0066] In some embodiments, the electric vehicle 10 further includes a drive system 30. And the drive system 30 can be a drive architecture with a single drive motor, or a drive architecture with two drive motors, or a drive architecture with three drive motors, or a drive architecture with four drive motors. The drive system 30 can be a distributed four-drive motor drive architecture, and the drive motors are arranged beside the driven wheels and are controlled by separate motor controllers. The drive system 30 can also be a centralized drive motor drive architecture, and the drive motors for driving two front wheels or two rear wheels are arranged together. The motor controller can be one or more. The motor controller and the drive motor can be in one-to-one correspondence, and one motor controller can also correspond to multiple drive motors.

[0067] The electric vehicle 10 further includes an accelerator pedal and a brake pedal. The accelerator pedal is used to indicate the output of torque to the wheels of the electric vehicle 10. The brake pedal is used to indicate the output of braking force to the wheels of the electric vehicle 10. During driving by the driver, when the electric vehicle 10 needs to be driven, the driver steps on the accelerator pedal, and the drive system 30 outputs torque according to the opening of the accelerator pedal, thereby driving the wheels of the electric vehicle 10. When the electric vehicle 10 needs to be braked, the driver steps on the brake pedal, and the braking system 20 outputs torque according to the opening of the brake pedal, thereby braking the wheels of the electric vehicle 10.

[0068] In some embodiments, the electric vehicle 10 further includes a suspension system 40 (not shown in the figure). The suspension system 40 is used to connect the body of the electric vehicle 10 to the wheels and provides support, buffering, and stability during the driving of the electric vehicle 10. The suspension system 40 includes shock absorbers. Each wheel is individually connected to the body of the electric vehicle 10 through a shock absorber. For the suspension system 40 with damping-adjustable shock absorbers, the suspension system 40 can adjust the damping of each shock absorber based on the received target damping coefficient or target damping level. The suspension system 40 can include an air suspension or a fully active suspension.

[0069] Figure 2 The following is a schematic structural diagram of a wheel-end braking device 210 provided by an embodiment of the present application. As Figure 2 shown, the braking device includes a wheel-end controller 211 and a brake 212. The brake 212 can include a braking motor and an actuator. The actuator includes a speed reducer, a rotary-to-linear structure, and friction plates, etc.

[0070] Among them, the wheel-end controller 211 includes a control circuit and an inverter circuit (not shown in the figure). The control circuit is used to control the on and off of the switching tubes in the inverter circuit. The inverter circuit is used to be electrically connected to the three-phase windings of the braking motor. The output shaft of the braking motor is drivingly connected to the input shaft of the speed reducer. The inverter circuit is used to output a driving current to the braking motor to control the braking motor to output torque to the actuator, so that the actuator outputs a braking force.

[0071] In some possible implementation manners, the actuator can include a speed reducer, an output shaft, and a screw propulsion structure (rotary-to-linear structure). During braking, the motor controller controls the rotation of the motor and outputs torque through the output shaft of the speed reducer. The rotary-to-linear mechanism converts the rotational motion of the output shaft into a translational motion, thereby pushing the friction plate to squeeze the brake disc. When the brake disc is clamped, a frictional force, that is, a frictional braking force, will be generated between the brake disc and the wheels of the vehicle. The frictional braking force will prevent the wheels from rotating or prevent the rotational tendency of the wheels, so that the moving vehicle decelerates or even stops, or enables the downhill vehicle to maintain a stable speed, or enables the parked vehicle to remain stationary, etc.

[0072] Figure 3 Shows a schematic diagram of the first wheel-end controller 211 provided by an embodiment of the present application. Figure 4 Shows a connection schematic diagram of the electro-mechanical braking system 20 provided by an embodiment of the present application.

[0073] See Figure 3 and Figure 4 , in some embodiments, the surface of the housing of the first wheel-end controller 211 among the four wheel-end braking devices includes a brake pedal sensor interface and a control interface. The brake pedal sensor interface is used to connect to the brake pedal sensor of the electric vehicle 10, and the control interface is used to connect to the wheel-end controllers of the other three wheel-end braking devices. The first wheel-end controller 211 is used to control the brakes of the four wheels of the electric vehicle 10 according to the brake pedal opening indicated by the brake pedal sensor.

[0074] It can be understood that among the four wheel-end controllers provided by the embodiments of the present application, the wheel-end controller used to connect to the brake pedal sensor is the first wheel-end controller 211. In other words, the first wheel-end controller refers to the wheel-end controller connected to the brake pedal sensor, and does not specifically refer to a particular one among the four wheel-end controllers, but can be any one of the four wheel-end controllers.

[0075] Among them, the brake pedal sensor can be different types of sensors such as a brake pedal displacement sensor, a brake pedal pressure sensor, etc., which are not limited in the embodiments of the present application. Among them, the brake pedal displacement sensor is used to monitor the movement angle of the brake pedal. The first wheel-end controller 211 can calculate the travel or opening of the brake pedal based on the movement angle of the brake pedal from the brake pedal sensor, and then obtain the braking force requirement of the electric vehicle 10. The brake pedal pressure sensor is used to monitor the pressure acting on the brake pedal. The first wheel-end controller 211 can calculate the travel or opening of the brake based on the pressure acting on the brake pedal, and then obtain the braking force requirement of the electric vehicle 10.

[0076] The first wheel-end controller 211 is connected to the brake pedal sensor through the brake pedal sensor interface, so that the control circuit in the first wheel-end controller 211 can receive the brake pedal signal from the brake pedal sensor through the brake pedal sensor interface and the internal circuit, and then identify the braking force demand based on the brake pedal signal. Among them, the opening of the brake pedal indicates the magnitude of the braking force demanded by the driver. When the opening of the brake pedal is larger, the driver's demand for braking is greater, and the braking force that the braking system 20 needs to output is also greater. When the vehicle is driving normally, the first wheel-end controller 211 controls the wheel-end braking device to output the braking force indicated by the opening of the brake pedal according to the opening of the brake pedal. The larger the opening of the brake pedal, the greater the braking force that the wheel-end braking device needs to output, and the smaller the opening of the brake pedal, the smaller the braking force that the wheel-end braking device needs to output. That is, the braking force output by the wheel-end braking device changes with the change of the opening of the brake pedal.

[0077] Moreover, the first wheel-end controller 211 is connected to the other three wheel-end controllers through the control interface on the housing surface, so that the control circuit in the first wheel-end controller 211 can send control signals to some or all of the other three wheel-end controllers through the control interface, thereby controlling the corresponding brake to output braking force.

[0078] That is to say, after the first wheel-end controller 211 determines the braking force that the four brakes need to output according to the brake pedal opening, it can control the braking torque output by the braking motor to the actuator without performing braking force distribution through the central controller. At the same time, the first wheel-end controller 211 can also output brake control signals to some or all of the other three wheel-end controllers through the control interface. The brake control signal is used to indicate the braking force that the brake corresponding to the wheel-end controller receiving the signal needs to output.

[0079] It can be understood that the first wheel-end controller 211 can be connected to the sensors and actuators of the electric vehicle 10 through a local area network (controller area network, CAN) bus, Ethernet, local interconnect network (LIN) bus, high-speed fault-tolerant network protocol (FlexRay), or other types of connection methods and perform signal interaction.

[0080] According to the solution of the present application, the signal of the brake pedal sensor is connected to the wheel-end controller of a wheel-end braking device, and the wheel-end controller identifies the braking demand and distributes the braking force according to the brake pedal sensor signal, which can simplify the structure of the braking system on the premise of ensuring the braking performance of the electro-mechanical braking system.

[0081] Continue to refer to Figure 4, in some embodiments, the control interface is used to connect to another three wheel end controllers through at least two internal local area network buses. That is to say, the wheel end controllers in the four wheel end braking devices can be interconnected through at least two internal local area network buses.

[0082] It can be understood that the first wheel end controller 211 is connected to each wheel end braking device through at least two groups of internal CAN buses, and can be increased to three or four internal Controller Area Networks (CAN) buses according to the actual communication load rate. In other implementation manners, other high-speed communication manners can also be adopted for connection.

[0083] It can be understood that when one CAN bus fails, another CAN bus can be used to maintain the connection between the first wheel end controller 211 and the other three wheel end controllers, and maintain the control of the first wheel end controller 211 over the braking system 20.

[0084] Figure 5 Fig. shows another connection schematic diagram of the electromechanical braking system provided by the embodiments of the present application.

[0085] In some embodiments, the electromechanical braking system 20 further includes a central controller 250, and the central controller 250 is used to receive a brake pedal signal from another brake pedal sensor. The control interface of the first wheel end controller 211 is further used to connect to the central controller 250. In response to the central controller 250 being valid, the first wheel end controller 211 is used to control the corresponding brake 212 to output a braking force according to the indication of the brake control signal of the central controller. In response to the central controller 250 failing, the brakes in the four wheel end braking devices are controlled to brake the four wheels of the electric vehicle 10 according to the brake pedal opening indicated by the brake pedal sensor. Correspondingly, when the central controller 250 is valid, the first wheel end controller 211 can control the brake 212 to output a braking force corresponding to the brake pedal opening according to the brake control signal received from the central controller 250.

[0086] It can be understood that the central controller 250 can serve as the main controller in the electromechanical braking system 20. When the central controller 250 is valid, the first wheel end controller 211 can serve as an actuator to control the corresponding brake 212 to output a braking force according to the indication of the brake control signal from the central controller.

[0087] It can be understood that when the central controller 250 fails, the first wheel-end controller 211, as the computing center at this time, controls the brakes in the four wheel-end braking devices to output braking force to the wheels of the electric vehicle 10 based on the braking pedal opening indicated by the braking pedal sensor. Among them, the specific manner for the first wheel-end controller 211 to determine the failure of the central controller 250 in this application is not limited. In some embodiments, the signals exchanged between the central controller 250 and the four wheel-end controllers may include a central controller valid bit signal, and this central controller valid bit signal is used to indicate whether the central controller 250 is valid or has failed. Moreover, the central controller 250 will send the central controller valid bit signal to the four wheel-end controllers, so that the four wheel-end controllers can obtain the current valid state of the central controller 250. In some embodiments, when the central controller fails, the central controller 250 loses the ability to communicate with the four wheel-end controllers. That is to say, when the four wheel-end controllers cannot receive signals from the central controller 250, then at this time the four wheel-end controllers will determine that the central controller 250 has failed.

[0088] In the embodiments of this application, functions such as braking force demand recognition and braking force distribution can be redundantly implemented within the central controller 250 and the first wheel-end controller 211. That is to say, the control function of the first wheel-end controller 211 at least includes basic braking. According to the actual chip resources and cost, the control function of the first wheel-end controller 211 can also include an antilock brake system (ABS), a traction control system (TCS), a vehicle dynamic control (VDC), or some functions.

[0089] According to the embodiments of this application, the first wheel-end controller 211 can be used as a redundant controller in the electro-mechanical braking system to continue controlling the brakes in the four wheel-end braking devices to output braking force when the central controller 250 fails, thereby preventing the entire electro-mechanical braking system 20 from failing due to the failure of the central controller and improving the safety and reliability of the braking system.

[0090] Continue to refer to Figure 5 , in some embodiments, the braking pedal sensor interface is used to receive at least two braking pedal signals from the braking pedal sensor, and the central controller 250 is used to receive at least two braking pedal signals from another braking pedal sensor.

[0091] It can be understood that multiple sensors can be provided on the brake pedal of the electric vehicle 10. The multiple sensors are divided into two groups. The first-stage controller 211 receives the brake pedal signals output by one group of brake pedal sensors, and the central controller 250 receives the brake pedal signals output by the other group of brake pedal sensors. Exemplarily, brake pedal sensor 1 / 2 is one group, and 3 / 4 is one group. The brake pedal sensor signal 1 is (5V power supply 1, sent signal 1, GND1); the brake pedal sensor signal 2 is (5V power supply 2, sent signal 2, GND2); the brake pedal sensor signal 3 is (5V power supply 3, sent signal 3, GND3); the brake pedal sensor signal 4 is (5V power supply 4, sent signal 4, GND4). Among them, the brake pedal sensor signals 1 / 2 are connected to the first-stage controller 211; the brake pedal sensor signals 3 / 4 are connected to the central controller 250.

[0092] According to the embodiments of the present application, the electromechanical braking system 20 provided by the present application includes two mutually backup brake pedal sensors, and the two brake pedal sensors are respectively used to connect to the central controller 250 and the first-stage controller 211. On the one hand, the two brake pedal sensors can more accurately detect the movement state of the brake pedal. On the other hand, if one of the brake pedal sensors fails, the other brake pedal sensor can still detect the movement state of the brake pedal alone, improving the operation reliability of the electromechanical braking system 20.

[0093] In some embodiments, the first-stage controller 211 is further configured to output at least two brake pedal signals from the brake pedal sensor to the central controller 250 through a control interface.

[0094] It can be understood that the first-stage controller 211 can directly output the received signals to the central controller 250 when receiving at least two brake pedal signals from the brake pedal sensor, or can output the received signals to the first-stage controller 211 after responding to the signal from the central controller 250 for indicating the failure of the brake sensor. The embodiments of the present application do not limit this.

[0095] Exemplarily, the signals exchanged between the first wheel-end controller 211 and the central controller 250 may further include the valid bit signal of another brake pedal sensor, which indicates whether the other brake pedal sensor is valid or invalid. Specifically, the central controller 250 may determine whether the other brake pedal sensor is valid based on the brake pedal signal sent from the other brake pedal sensor and output the valid bit signal of the other brake pedal sensor. When the state indicated by the valid bit signal of the brake pedal sensor generated by the central controller 250 is valid, the brake pedal sensor is valid at this time. When the state indicated by the valid bit signal of the brake pedal sensor generated by the central controller 250 is invalid, the brake pedal sensor is invalid at this time. When the brake pedal sensor fails to monitor the movement state of the brake pedal, or the central controller 250 fails to receive the brake pedal signal, the state indicated by the valid bit signal of the brake pedal sensor sent by the central controller 250 is invalid. Further, the central controller 250 may send the valid bit signal of the other brake pedal sensor to the four wheel-end controllers, so that the four wheel-end controllers can determine the current state of the other brake pedal sensor based on this signal.

[0096] In the embodiment of the present application, since the central controller 250 can receive the brake pedal signal from the brake pedal sensor through the first wheel-end controller 211, the central controller 250 can still control the four wheel-end braking devices to output the braking force corresponding to the brake pedal opening based on the brake pedal opening indicated by the brake pedal signal.

[0097] In some embodiments, the housing of the first wheel-end controller 211 further includes a first communication interface. The first wheel-end controller 211 is further configured to receive the throttle pedal signal from the vehicle controller through the first communication interface, and the throttle pedal signal is used to indicate the opening of the throttle pedal of the electric vehicle 10. In response to the failure of both the brake pedal sensor and another brake pedal sensor and the decrease in the throttle pedal opening indicated by the throttle pedal signal, the first wheel-end controller 211 controls the brakes of the four wheel-end braking devices to output braking force to the four wheels of the electric vehicle, wherein the braking force increases as the throttle pedal opening decreases.

[0098] The housing of the first-round end controller 211 includes a first communication interface, enabling the control circuit of the first-round end controller 211 to access the accelerator pedal signal from the vehicle controller. After both the brake pedal sensor and another brake pedal sensor fail, if the accelerator pedal opening indicated by the accelerator pedal sensor decreases, it can be regarded that the driver starts to release the accelerator pedal. At this time, the first-round end controller 211 can control the brake in the four-wheel end braking devices to output braking force, thereby assisting the electric vehicle 10 to gradually decelerate until it stops. That is to say, even if the brake pedal sensor of the electric vehicle 10 fails, the driver can control the four-wheel end braking devices to brake the four wheels of the electric vehicle 10 by operating the accelerator pedal.

[0099] It can be understood that after both the brake pedal sensor and another brake pedal sensor fail, the first-round end controller 211 can also report an alarm message to the vehicle controller. The vehicle controller can prompt the driver that the brake pedal has a fault by means of an in-vehicle display screen, a sound, the flashing of an ambient light, etc., and display a preset animation on the in-vehicle display screen to guide the driver to control the vehicle braking by slowly releasing the accelerator pedal to ensure driving safety.

[0100] Furthermore, in some embodiments, during the process of the accelerator pedal opening decreasing, if the accelerator pedal opening is greater than or equal to a preset opening, the first-round end controller 211 will not control the four-wheel end braking devices to output braking force. At this time, the electric vehicle 10 can be in a coasting state. When the accelerator pedal opening drops below the preset opening, the first-round end controller 211 controls the four-wheel end braking devices to output braking force. Exemplarily, the preset opening is 30%. During the process of the accelerator pedal opening decreasing from greater than 30% to 0%, it will be divided into two stages. When the accelerator pedal opening is greater than or equal to 30%, the first-round end controller 211 will not control the four-wheel end braking devices to output braking force. When the accelerator pedal signal is less than 30%, the first-round end controller 211 controls the four-wheel end braking devices to output braking force, and the smaller the accelerator pedal signal, the greater the braking force output by the four-wheel end braking devices.

[0101] According to the embodiments of the present application, in the scenario where all the brake pedal sensors configured on the electric vehicle 10 fail, the first-round end controller 211 can still control the four-wheel end devices to output braking force based on the degree of decrease in the accelerator pedal opening, avoiding the risk of braking failure caused by the failure of the brake pedal sensor and improving the safety and reliability of the electric vehicle 10.

[0102] In some embodiments, the first-round end controller 211 is further configured to receive at least one path of accelerator pedal signal from the accelerator pedal sensor through the first communication interface.

[0103] That is to say, the control circuit of the first wheel-end controller 211 can also access at least one throttle pedal signal from the throttle pedal sensor through the first communication interface. In this way, even when both the brake pedal sensor and the other brake pedal sensor fail, and the vehicle controller malfunctions or the connection with the vehicle controller fails, the first wheel-end controller 211 can still obtain the throttle pedal signal from the throttle pedal sensor, and then control the four brakes to output braking force to the four wheels based on the throttle pedal opening.

[0104] It can be understood that the signals output by the sensors in this application, such as the throttle pedal signal and the brake pedal signal, are single edge nibble transmission (SENT) signals, or analog voltage signals, or analog current signals, etc.

[0105] According to the solution of this application, the first wheel-end controller 211 can obtain multiple signals from the throttle pedal sensor, realizing signal redundancy, and can further improve the reliability and safety of the electro-mechanical braking system.

[0106] In some embodiments, in response to the failure of the throttle pedal signal, the first wheel-end controller 211 controls the brakes of the four wheel-end braking devices to output a preset braking force to the brakes of the four wheels of the electric vehicle 10.

[0107] It can be understood that during the driving of the electric vehicle 10, the failure of the throttle pedal signal will cause the drive system of the electric vehicle 10 to be unable to output torque based on the accurate throttle pedal opening, and then the power output of the electric vehicle 10 will be out of control. At this time, in order to prevent the driver from being unable to perform correct operations in time due to the interference of driving confidence, the first wheel-end controller 211 will actively control the brakes of the four wheel-end braking devices to output a preset braking force, so that the electric vehicle 10 slows down slowly until it stops, thus ensuring the driving safety of the electric vehicle 10. Among them, active control means that the first wheel-end controller 211 can control the four wheel-end braking devices to output braking force without relying on the change of the brake pedal opening indicated by the brake pedal sensor or the braking control signal of the central controller 250, but can control the four wheel-end braking devices to output braking force in response to the failure of the throttle pedal sensor.

[0108] Furthermore, when the brake pedal sensor is effective, the first wheel-end controller 211 can also adjust the braking force output by the brakes in the four wheel-end braking devices in response to the change of the brake pedal opening indicated by the brake pedal sensor during the process of outputting the preset braking force.

[0109] It can be understood that the specific value of the preset braking force is not limited in the embodiments of the present application. Moreover, the first wheel-end controller 211 can also dynamically adjust the braking forces output by the four wheel-end braking devices in combination with the vehicle speed of the electric vehicle 10 and the wheel speeds of the four wheels.

[0110] According to the embodiments of the present application, when detecting the failure of the accelerator pedal sensor, the first wheel-end controller 211 can actively control the four wheel-end braking devices to output braking forces, and actively reduce the vehicle speed to ensure the driving safety of the electric vehicle.

[0111] Figure 6 Fig. shows another connection schematic diagram of the electro-mechanical braking system provided by the embodiments of the present application.

[0112] In some embodiments, the housing of the second wheel-end controller 221 among the other three wheel-end controllers includes a second brake pedal sensor interface for connecting a brake pedal sensor. In response to the failures of both the first wheel-end controller 211 and the central controller 250, the second wheel-end controller 221 is further configured to control the brakes in the other three wheel-end braking devices to brake three wheels of the electric vehicle 10 according to the opening degree of the brake pedal indicated by the brake pedal sensor.

[0113] It can be understood that the wheel-end controller for connecting the brake pedal sensor among the other three wheel-end controllers provided by the embodiments of the present application is the second wheel-end controller 221. In other words, the second wheel-end controller 221 refers to the wheel-end controller connected to the brake pedal sensor, and does not specifically refer to a particular one among the other three wheel-end controllers, but can be any one of the other three wheel-end controllers. For example, the first wheel-end controller 211 can be the controller in the wheel-end braking device for braking the left front wheel of the vehicle, and the second wheel-end controller 221 can be the controller in the wheel-end braking device for braking the right front wheel of the vehicle. Another example, the first wheel-end controller 211 can be the controller in the wheel-end braking device for braking the left front wheel of the vehicle, and the second wheel-end controller 221 can be the controller in the wheel-end braking device for braking the right rear wheel of the vehicle.

[0114] It can be understood that the signals exchanged between the first - round end controller 211 and the second - round end controller 221 may include the valid - bit signal of the first - round end controller 211, which is used to indicate whether the first - round end controller 211 is valid or invalid. Specifically, the first - round end controller 211 can detect its own valid state and send the valid - bit signal to the second - round end controller 221. Correspondingly, when the valid - bit signal of the first - round end controller 211 received by the second - round end controller 221 indicates that the first - round end controller 211 fails, at this time, the second - round end controller 221 can control the corresponding actuator to output braking force and output a braking control signal to all or part of the end - controller of the other two wheel - end braking devices. The braking control signal is used to indicate the braking force that the brake corresponding to the end - controller receiving the signal needs to output. That is to say, by connecting the signal of the brake - pedal sensor to the second - round end controller 221, the second - round end controller 221 can control the brakes of the other three wheel - end braking devices to output braking force according to the brake - pedal opening indicated by the brake - pedal signal when both the central controller 250 and the first - round end controller 211 fail.

[0115] According to the embodiment of the present application, the electro - mechanical braking system 20 may include two redundantly - braked end - controllers to control the brakes of the other three wheel - end braking devices to output braking force when the central controller 250 and the second - round end controller 221 fail, further improving the safety and reliability of the braking system.

[0116] In some embodiments, the second brake - pedal sensor interface is used to receive at least one path of brake - pedal signal from the brake - pedal sensor, and at least one path of brake - pedal signal is different from the brake - pedal signal received by the first - round end controller. That is to say, the signals of the brake - pedal sensor can be divided into at least three groups. The first - round end controller 211 can receive at least two of these groups of brake - pedal signals, and the second - round end controller 221 is used to receive at least one of the other groups of brake - pedal signals.

[0117] It can be understood that when the first - round end controller 211 fails due to its inability to receive the brake - pedal signal provided by the brake - pedal sensor and thus is unable to make a decision by itself, since the second - round end controller 221 can receive at least one other path of brake - pedal signal, the second - round end controller 211 can normally control the brakes of the other three wheel - end braking devices to output braking force.

[0118] According to the embodiment of the present application, the first - round end controller 211 and the second - round end controller 221 can respectively obtain the signals from the accelerator - pedal sensor through different links, realizing signal redundancy, which can further improve the reliability and safety of the electro - mechanical braking system.

[0119] In some embodiments, the first round end controller 211 is further configured to receive at least one brake pedal signal from the second round end controller 221 through a control interface, and control the brakes in the four wheel end braking devices to output braking force for the four wheels of the electric vehicle 10 according to the brake pedal opening indicated by at least one of the brake pedal signals from the brake pedal sensor or at least one brake pedal signal from the second round end controller 221.

[0120] It can be understood that the first round end controller 211 and the second round end controller 221 can exchange the received brake pedal signals with each other. Therefore, when the communication between the first round end controller 211 and the brake pedal sensor is normal, the first round end controller 211 can receive the brake pedal signal directly transmitted by the brake pedal sensor and at least one brake pedal signal forwarded by the second round end controller 221, and determine the brake pedal opening through the two signals. At this time, the two brake pedal signals can be used as backups for each other, thereby improving the reliability and accuracy of brake control. Moreover, when the communication between the first round end controller 211 and the brake pedal sensor fails, the first round end controller 211 can still control the brakes in the four wheel end braking devices to output the braking force corresponding to the brake pedal opening based on the brake pedal signal forwarded by the second round end controller 221.

[0121] According to the embodiments of the present application, the first round end controller 211 and the second round end controller 221 can exchange the received brake pedal signals with each other through a control interface, so that the first round end controller 211 can combine the brake pedal signals respectively provided by the brake pedal sensor and the second round end controller 221 to determine the brake pedal opening, thereby realizing brake control, which is beneficial to improving the reliability and accuracy of the brake control of the first round end controller 221.

[0122] In some embodiments, the surface of the housing of the first round end controller 211 further includes an inertial sensor interface, which is configured to receive an acceleration signal and a body attitude signal from an inertial sensor. The acceleration signal is used to indicate the acceleration of the electric vehicle 10, and the body attitude signal is used to indicate at least one of the pitch angular velocity, roll angular velocity or yaw angular velocity of the electric vehicle 10. Among them, the inertial sensor is also called an Inertial Measurement Unit (IMU), which mainly includes inertial elements such as an accelerometer (such as a three-axis acceleration sensor), a gyroscope, and an inclination sensor. Among them, the accelerometer is used to detect the acceleration signal of the vehicle relative to the inertial coordinate system, that is, the lateral acceleration, longitudinal acceleration and vertical acceleration, and the gyroscope is used to detect the angular velocity signal of the vehicle relative to the inertial coordinate system. By processing the detected acceleration signal and angular velocity signal, information such as the position, speed and attitude of the vehicle can be calculated.

[0123] In an embodiment of the present application, the first wheel-end controller 211 includes an inertial sensor interface, such that the control circuit of the first wheel-end controller 211 is connected to the inertial sensors of the electric vehicle 10 through the inertial sensor interface, thereby obtaining the acceleration signal and the body attitude signal of the electric vehicle 10. The first wheel-end controller 211 can control the brakes of the four wheel-end devices to dynamically adjust the braking force based on the acceleration signal and the body attitude signal, so as to implement functions such as a traction control system and vehicle body dynamic control. Exemplarily, when the electric vehicle 10 is avoiding an obstacle at high speed, the first wheel-end controller 211 can monitor the roll rate and lateral acceleration of the vehicle based on the acceleration signal and the body attitude signal, thereby controlling the brakes of the two wheel-end braking devices on the outer side of the turn of the electric vehicle 10 to output braking force to implement unilateral braking, thereby reducing the vehicle speed and generating a reverse torque to counteract the roll.

[0124] In some embodiments, the housing surface of the first wheel-end controller 211 further includes a parking switch interface, and the parking switch interface is used to connect to the electronic parking brake system switch of the electric vehicle 10. Among them, the electronic parking brake system switch is used to control the electronic parking system of the electric vehicle 10, and the driver can perform parking braking through the electronic parking brake system switch. The housing surface of the first wheel-end controller 211 further includes a parking control interface, and the parking control interface is used to connect to the electronic parking brake system switch of the electric vehicle 10. The first wheel-end controller 211 is further used to control the electronic parking brake system of the electric vehicle to output parking braking force through the parking control interface.

[0125] Among them, the electronic parking brake system switch is used to control the electronic parking system of the electric vehicle 10, and the driver can perform parking braking through the electronic parking brake system switch. When the electronic parking brake system switch indicates that the electric vehicle 10 needs to park, the first wheel-end controller 211 controls the electronic parking brake system to output parking braking force.

[0126] In some embodiments, the housing surface of the first wheel-end controller 211 further includes a wheel speed sensor interface, and the wheel speed sensor interface is used to receive the wheel speed signal from the wheel speed sensor, and the wheel speed signal is used to indicate the rotational speed of the wheels of the electric vehicle.

[0127] The housing surface of the first wheel-end controller 211 includes a wheel speed sensor interface, enabling the control circuit in the first wheel-end controller 211 to connect to the wheel speed sensor through the wheel speed sensor interface, and receive wheel speed signals from multiple wheel speed sensors through the wheel speed sensor interface. The wheel speed signals are used to indicate the rotational speed of each wheel of the electric vehicle 10. In this way, the control circuit in the first wheel-end controller 211 can adjust the braking force output by the brakes in the four wheel-end braking devices according to the rotational speed of the wheels indicated by the wheel speed signals, thereby maintaining the stability of the vehicle body during braking. Exemplarily, when the electric vehicle 10 is traveling on a road surface with different road surface adhesion coefficients on the left and right sides, the first wheel-end controller 211 can control the brakes in the wheel-end braking devices on the left and right sides to output different braking forces, thereby maintaining the stability of the vehicle body of the electric vehicle 10.

[0128] In some embodiments, the housing surface of the first wheel-end controller 211 further includes a height sensor interface and a suspension control interface. The height sensor interface is used to connect to the height sensor of the electric vehicle 10, and the suspension control interface is used to connect to the suspension system 40 of the electric vehicle 10. The first wheel-end controller 211 is further configured to control the suspension system 40 to adjust the suspension damping according to the vehicle body height indicated by the height sensor. In these embodiments, the first wheel-end controller 211 can also be connected to the height sensor of the electric vehicle 10 through the height sensor interface on the housing surface, enabling the control circuit in the first wheel-end controller 211 to transmit the height signal from the height sensor through the height sensor interface and internal lines. The height signal is used to indicate the vehicle body height.

[0129] It can be understood that the first wheel-end controller 211 can also combine the height signal provided by the height sensor and the vertical acceleration signal provided by the inertial sensor (especially the three-axis acceleration sensor) to control the suspension system 40 of the electric vehicle 10 to adjust the suspension damping.

[0130] The suspension system 40 is used to connect the vehicle body of the electric vehicle 10 to the wheels, providing support, buffering, and stability during the driving of the electric vehicle 10. The suspension system 40 includes shock absorbers. Each wheel is individually connected to the vehicle body of the electric vehicle 10 through a shock absorber. In the embodiments of the present application, for the suspension system 40 with damping-adjustable shock absorbers, the first wheel-end controller 211 sends a target damping coefficient or a target damping level to the suspension system 40, thereby adjusting the damping of each shock absorber. The suspension system 40 includes an air suspension or a fully active suspension. The first wheel-end controller 211 sends a target wheel suspension height to the suspension system 40, thereby adjusting the suspension height at the wheels of the electric vehicle 10.

[0131] In some embodiments, the first wheel-end controller 211 is configured to connect to an independent suspension controller of the electric vehicle 10 through a suspension control interface. The suspension controller is used to drive a suspension actuator to adjust the suspension damping. The control circuit in the first wheel-end controller 211 is configured to send a suspension signal to the suspension controller, and the suspension signal is used to instruct the suspension controller to drive the suspension actuator to adjust the suspension damping. For a suspension actuator in the form of a CDC, an air spring, or an active suspension oil pump actuator, the first wheel-end controller 211 controls an independent suspension drive board through the suspension signal. The suspension controller sends a PWM solenoid valve drive to the CDC, or sends a PWM solenoid valve drive to the air spring, or sends a control instruction to the oil pump actuator through a communication instruction, so as to adjust the suspension damping.

[0132] In some embodiments, the first wheel-end controller 211 is configured to connect to a suspension actuator through a suspension control interface, so that the control circuit of the first wheel-end controller 211 can directly control the suspension actuator to adjust the suspension damping through the suspension control interface. In these embodiments, the first wheel-end controller 211 includes a drive circuit for the suspension, and can directly send a PWM solenoid valve drive to the CDC, or send a PWM solenoid valve drive to the air spring, or send a control instruction to the oil pump actuator through a communication instruction, so as to adjust the suspension damping.

[0133] In some embodiments, the surface of the housing of each wheel-end controller in the electromechanical braking system 20 may include a suspension control interface. After the first wheel-end controller 211, which serves as a computing center, completes the operation of the suspension height corresponding to each wheel by combining the height signal and the vertical acceleration signal, it can send a suspension control signal to the other three wheel-end controllers through the control interface. In this way, each wheel-end controller can send a suspension controller signal to the suspension drive board or the oil pump actuator at its own wheel end through its own suspension control interface, so as to adjust the suspension damping. Alternatively, in embodiments where a drive circuit for the suspension is integrated in each wheel-end controller, each wheel-end controller can also directly control the suspension actuator to adjust the suspension damping based on the received suspension control signal. In this way, each wheel-end controller can participate in suspension control as a relay for suspension control signals or as part of an actuator, and the electromechanical braking system has higher integration and stronger practicability.

[0134] Further, during the braking process of the electric vehicle 10, the first wheel-end controller 211 can, while controlling the brakes of the four wheel-end braking devices to output braking forces to the four wheels, control the suspension system of the electric vehicle 10 through the suspension control interface to adjust the suspension height or the damping of the suspension at the wheels of the electric vehicle 10, thereby improving the body stability of the electric vehicle 10 during intense braking. For example, when the brake pedal opening is less than a preset threshold, that is, when the driver's braking demand for the vehicle is small, the first wheel-end controller 211 can control the brakes in the four wheel-end braking devices to output braking forces corresponding to the brake pedal opening, and control the braking system to reduce the suspension damping, thereby reducing the physical feeling of the driver and passengers for braking and improving the riding comfort. For another example, when the brake pedal opening is greater than the preset threshold, that is, when the driver's braking demand for the vehicle is large, the first wheel-end controller 211 can control the brakes in the four wheel-end braking devices to output braking forces corresponding to the brake pedal opening, and control the braking system to increase the suspension damping, thereby reducing the "brake dive" phenomenon of the vehicle. That is to say, the first wheel-end controller 211 can perform joint control on the braking system 20 and the suspension system 40, and coordinately adjust the braking forces of the four wheel-end braking devices and the height of the suspension, which is beneficial to improving the driving performance of the electric vehicle 10.

[0135] According to the embodiment of the present application, the first wheel-end controller 211 can be connected to a height sensor, so as to control the suspension system of the electric vehicle 10 based on the height signal indicated by the height sensor, thereby improving the driving performance of the electric vehicle 10 through the coordinated cooperation of the braking system and the suspension system.

[0136] In some embodiments, the surface of the housing of the first wheel-end controller 211 further includes an intelligent driving signal input interface, which is used to receive an intelligent driving signal from the intelligent driving controller of the electric vehicle, and the intelligent driving signal is used to control the driving system, the braking system and the suspension system of the electric vehicle. The first wheel-end controller 211 is used to control the brakes in the four wheel-end braking devices to brake the four wheels of the electric vehicle according to the indication of the intelligent driving signal.

[0137] In one embodiment, the intelligent driving controller of the electric vehicle 10 can be a domain controller for implementing functions such as perception, positioning, path planning, and decision-making control. When the electric vehicle 10 is in the intelligent driving mode, the intelligent driving controller performs intelligent active driving or assists the user in driving. The intelligent driving controller receives the perception data signals sent by the perception components of the electric vehicle 10, such as sensors like radar and cameras. The intelligent driving controller fuses the information sensed by various sensors and obtains the driving state and lane information of the electric vehicle 10 based on the perception data signals. By analyzing signals such as distance, speed, and acceleration, it obtains the target acceleration and target speed, etc., makes driving decisions and plans based on the fused information, and sends intelligent driving signals to the controllers of each system, thereby controlling the drive system 30, the braking system 20, and the suspension system 40 to achieve intelligent driving.

[0138] The electric vehicle 10 can detect the environment around the electric vehicle 10 and the operation state information of the electric vehicle 10 through the perception system. The perception system includes sensors such as cameras, lidar, and millimeter-wave radars responsible for perceiving the surrounding environment and collecting and processing environmental information and in-vehicle information, mainly involving technologies such as road boundary monitoring, vehicle detection, and pedestrian detection. The perception system also includes sensors such as vehicle speed sensors, acceleration sensors, and inertial measurement units for detecting the vehicle body state and the driving information of the electric vehicle 10. The perception data signals include information such as relative distance, relative vehicle speed, relative acceleration, and lane information. The perception signals can also include information such as the speed, acceleration, roll rate, and yaw rate of the electric vehicle 10. The electric vehicle 10 detects the information between the electric vehicle 10 and the obstacles based on the obtained perception data and plans a driving path. The electric vehicle 10 avoids obstacles by detecting the distance between the electric vehicle 10 and the obstacles in real time through sensors such as cameras and radars.

[0139] According to the embodiment of the present application, the first wheel-end controller 211 can realize the control of the braking system 20 in response to the indication of the intelligent driving controller outputting an intelligent driving signal, which has strong practicability.

[0140] As described above, only the specific embodiments of the present application are provided, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claimed rights.

Claims

1. An electro-mechanical braking system, characterized in that, The electro-mechanical braking system includes four wheel-end braking devices. Each wheel-end braking device includes a wheel-end controller and a brake. Each wheel-end controller is used to control the brake to output braking force, where: The surface of the housing of the first wheel-end controller among the four wheel-end braking devices includes a brake pedal sensor interface and a control interface. The brake pedal sensor interface is used to connect the brake pedal sensor of the electric vehicle, and the control interface is used to connect the other three wheel-end controllers; The first wheel-end controller is used to control the brakes of the four wheel-end braking devices to brake the four wheels of the electric vehicle according to the opening of the brake pedal indicated by the brake pedal sensor.

2. The electromechanical braking system according to claim 1, wherein The electro-mechanical braking system further includes a central controller. The central controller is used to receive the brake pedal signal from another brake pedal sensor. The control interface is also used to connect the central controller. The first wheel-end controller is further used to: In response to the central controller being valid, control the corresponding brake to output braking force according to the indication of the brake control signal from the central controller; In response to the central controller failing, control the brakes of the four wheel-end braking devices to brake the four wheels of the electric vehicle according to the opening of the brake pedal indicated by the brake pedal sensor.

3. The electromechanical braking system according to claim 2, characterized in that, The brake pedal sensor interface is used to receive at least two-way brake pedal signals from the brake pedal sensor, and the central controller is used to receive at least two-way brake pedal signals from the other brake pedal sensor.

4. The electromechanical braking system according to claim 2 or 3, characterized in that, The first wheel-end controller is further used to output at least two-way brake pedal signals from the brake pedal sensor to the central controller through the control interface.

5. The electromechanical braking system according to any one of claims 2 to 4, characterized in that The housing of the first wheel-end controller further includes a first communication interface. The first wheel-end controller is further used to receive the throttle pedal signal from the vehicle controller through the first communication interface. The throttle pedal signal is used to indicate the opening of the throttle pedal of the electric vehicle. The first wheel-end controller is further used to: In response to both the brake pedal sensor and the other brake pedal sensor failing and the opening of the throttle pedal indicated by the throttle pedal signal decreasing, control the brakes of the four wheel-end braking devices to output braking force to the four wheels of the electric vehicle, where the braking force increases as the opening of the throttle pedal decreases.

6. The electromechanical braking system according to claim 5, wherein, The first wheel-end controller is further used to receive at least one-way throttle pedal signal from the throttle pedal sensor of the electric vehicle through the first communication interface.

7. The electromechanical braking system according to claim 5 or 6, characterized in that, The first wheel-end controller is further used to: In response to the throttle pedal signal failing, control the brakes of the four wheel-end braking devices to output a preset braking force to the brakes of the four wheels of the electric vehicle.

8. The electromechanical braking system according to claim 2, wherein The housing of the second wheel-end controller among the other three wheel-end braking devices includes a second brake pedal sensor interface. The second brake pedal sensor interface is used to connect the brake pedal sensor. The second wheel-end controller is further used to: In response to the failure of both the first wheel-end controller and the central controller, control the brakes in the other three wheel-end braking devices to brake the three wheels of the electric vehicle according to the opening degree of the brake pedal indicated by the brake pedal sensor.

9. The electromechanical braking system according to claim 8, characterized in that, The second brake pedal sensor interface is used to receive at least one brake pedal signal from the brake pedal sensor, and the at least one brake pedal signal is different from the brake pedal signal received by the first wheel-end controller.

10. The electromechanical braking system according to claim 9, characterized in that, The first wheel-end controller is further configured to: Receive at least one brake pedal signal from the second wheel-end controller through the control interface, and control the brakes in the four wheel-end braking devices to brake the four wheels of the electric vehicle according to the brake pedal opening degree indicated by at least one of the brake pedal signal from the brake pedal sensor or the at least one brake pedal signal from the second wheel-end controller.

11. The electromechanical braking system according to any one of claims 1 to 10, characterized in that, The surface of the housing of the first wheel-end controller further includes an inertial sensor interface, which is used to receive the acceleration signal and the vehicle body attitude signal from the inertial sensor. The acceleration signal is used to indicate the acceleration of the electric vehicle, and the vehicle body attitude signal is used to indicate at least one of the pitch angular velocity, roll angular velocity or yaw angular velocity of the electric vehicle.

12. The electromechanical braking system according to any one of claims 1 to 11, characterized in that, The surface of the housing of the first wheel-end controller further includes a parking switch interface and a parking control interface. The parking switch interface is used to connect to the electronic parking brake system switch of the electric vehicle, and the parking control interface is used to connect to the electronic parking brake system switch of the electric vehicle. The first wheel-end controller is further configured to control the electronic parking brake system of the electric vehicle to output a parking braking force through the parking control interface.

13. The electromechanical braking system according to any one of claims 1 to 12, characterized in that, The surface of the housing of the first wheel-end controller further includes a wheel speed sensor interface, which is used to receive the wheel speed signal from the wheel speed sensor, and the wheel speed signal is used to indicate the rotational speed of the wheels of the electric vehicle.

14. The electromechanical braking system according to any one of claims 1 to 13, characterized in that, The surface of the housing of the first wheel-end controller further includes a height sensor interface and a suspension control interface. The height sensor interface is used to connect to the height sensor of the electric vehicle, and the suspension control interface is used to connect to the suspension system of the electric vehicle; The first wheel-end controller is further configured to control the suspension system to adjust the suspension damping according to the vehicle body height indicated by the height sensor.

15. The electromechanical braking system according to any one of claims 1 to 14, characterized in that, The surface of the housing of the first wheel-end controller further includes an intelligent driving signal input interface, which is used to receive the intelligent driving signal from the intelligent driving controller of the electric vehicle. The intelligent driving signal is used to control the drive system, braking system and suspension system of the electric vehicle. The first wheel-end controller is configured to: Control the brakes in the four wheel-end braking devices to brake the four wheels of the electric vehicle according to the indication of the intelligent driving signal.

16. An electric vehicle, characterized in that, The electric vehicle includes four wheels and the electro-mechanical braking system according to any one of claims 1 to 15, and the electro-mechanical braking system is used to output a braking force to the wheels to brake the four wheels.

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