Electronic hydraulic braking system and vehicle

Abstract

The embodiment of the invention provides an electronic hydraulic braking system and a vehicle, and relates to the technical field of braking, the electronic hydraulic braking system comprises a main control subsystem and an auxiliary control subsystem, the main control subsystem comprises a main control chip, a wheel speed processing unit, a multi-path selection unit and a parking execution unit; the auxiliary control subsystem comprises an auxiliary control chip; a wheel speed processing unit is connected with a main control chip and an auxiliary control chip through a multi-path selection unit, and is used for transmitting a wheel speed signal to the main control chip or the auxiliary control chip through the multi-path selection unit; and the main control chip and the auxiliary control chip are respectively connected with the parking execution unit through the multi-path selection unit and are used for controlling the parking execution unit to control the running state of the vehicle by adopting the main control chip or the auxiliary control chip. Therefore, the system can accurately and quickly manage the parking state of the vehicle and ensure the safety of the vehicle.

Description

Technical Field

[0001] This application relates to the field of braking technology, and in particular, to an electronic hydraulic braking system and a vehicle. Background Art

[0002] The redundant electronic hydraulic brake (EHB) is a wire-controlled braking technology designed to meet the safety requirements of high-level autonomous driving and intelligent driving. It adds a redundant backup mechanism on the basis of the traditional electronic hydraulic brake (EHB). When some components of the system fail, the backup components can still ensure the safe braking of the vehicle.

[0003] In the related art, the requirement of redundant design is usually achieved by using a separate dual-MCU controller (see Figure 2 ), or the system is split into two controllers (see Figure 3 ). It can be seen that in the related art, the dual-MCU controller-chip is used to control parking. After one chip fails, the other chip takes over the control of the parking operation. However, if one of the chips fails severely, causing the other chip to be unable to obtain the wheel speed signal from the faulty chip, it is easy to lead to errors in the parking operation and cause safety problems.

[0004] Therefore, there is an urgent need for an electronic hydraulic braking system and a vehicle that can accurately and quickly manage the parking state of the vehicle to ensure the safety of the vehicle. Summary of the Invention

[0005] The embodiments of this application provide an electronic hydraulic braking system and a vehicle that can accurately and quickly manage the parking state of the vehicle to ensure the safety of the vehicle.

[0006] In a first aspect, the embodiments of this application provide an electronic hydraulic braking system, which includes a main control subsystem and an auxiliary control subsystem. The main control subsystem includes a main control chip, a wheel speed processing unit, a multiplexing unit, and a parking execution unit; the auxiliary control subsystem includes an auxiliary control chip; and it includes: The wheel speed processing unit is respectively connected to the main control chip and the auxiliary control chip through the multiplexing unit, and is configured to transmit the wheel speed signal to the main control chip or the auxiliary control chip through the multiplexing unit; The main control chip and the auxiliary control chip are respectively connected to the parking execution unit through the multiplexing unit, and are configured to control the parking execution unit to control the running state of the vehicle by using the main control chip or the auxiliary control chip.

[0007] Optionally, the main control subsystem further includes a main control power supply unit, and the auxiliary control subsystem further includes an auxiliary control power supply unit; The main control power supply unit is respectively connected to the main control chip, the wheel speed processing unit, the multiplexing unit, and the parking execution unit, and is used to supply power to the main control chip, the wheel speed processing unit, the multiplexing unit, and the parking execution unit; The auxiliary control power supply unit is respectively connected to the auxiliary control chip, the wheel speed processing unit, the multiplexing unit, and the parking execution unit, and is used to supply power to the auxiliary control chip, the wheel speed processing unit, the multiplexing unit, and the parking execution unit.

[0008] Optionally, the main control subsystem further includes a main control power supply unit, and the auxiliary control subsystem further includes an auxiliary control power supply unit; the wheel speed processing unit includes a first wheel speed signal processing unit and a second wheel speed signal processing unit, and the multiplexing unit includes a first multiplexer; The first wheel speed signal processing unit is connected to the main control chip and is used to transmit the wheel speed signal to the main control chip; The second wheel speed signal processing unit is respectively connected to the main control chip and the auxiliary control chip through the first multiplexer, and is used to transmit the wheel speed signal to the main control chip and the auxiliary control chip, or transmit the wheel speed signal to the main control chip or the auxiliary control chip; The main control power supply unit is respectively connected to the first wheel speed signal processing unit and the second wheel speed signal processing unit, and is used to supply power to the first wheel speed signal processing unit and the second wheel speed signal processing unit; The auxiliary control power supply unit is connected to the second wheel speed signal processing unit and is used to supply power to the second wheel speed signal processing unit.

[0009] Optionally, the parking execution unit includes a first parking pre-driving unit, a first H-bridge circuit, a second parking pre-driving unit, and a second H-bridge circuit, and the multiplexing unit includes a second multiplexer; The main control chip is respectively connected to the first end of the first parking pre-driving unit and the first end of the second parking pre-driving unit through the second multiplexer; The auxiliary control chip is respectively connected to the second end of the first parking pre-driving unit and the second end of the second parking pre-driving unit through the second multiplexer; The third end of the first parking pre-driving unit is connected to the first H-bridge circuit, and the first H-bridge circuit is connected to the first vehicle parking actuator; The third end of the second parking pre-driving unit is connected to the second H-bridge circuit, and the second H-bridge circuit is connected to the second vehicle parking actuator; so as to use the main control chip or the auxiliary control chip to control the first parking actuator and the second parking actuator.

[0010] Optionally, a main control safety switch is included in the main control subsystem, and an auxiliary control safety switch is included in the auxiliary control subsystem; The main control safety switch is respectively connected to the main control power supply unit, the main control chip, the first parking pre-driving unit and the first H-bridge circuit in the parking execution unit, and is used to control, in an emergency situation, the main control safety switch to cut off the connections between the main control power supply unit and the first parking pre-driving unit and the first H-bridge circuit respectively through the main control chip; The auxiliary control safety switch is respectively connected to the auxiliary control power supply unit, the auxiliary control chip, the second parking pre-driving unit and the second H-bridge circuit in the parking execution unit, and is used to control, in an emergency situation, the auxiliary control safety switch to cut off the connections between the auxiliary control power supply unit and the second parking pre-driving unit and the second H-bridge circuit respectively through the auxiliary control chip; The main control chip is connected to the auxiliary control safety switch through a logic gate circuit, and is used to control, in an emergency situation, the auxiliary control safety switch to cut off the connections between the auxiliary control power supply unit and the second parking pre-driving unit and the second H-bridge circuit respectively through the main control chip.

[0011] Optionally, an internal communication unit is further included in the electronic hydraulic braking system, The internal communication unit is respectively connected to the main control chip and the auxiliary control chip, and is used for communication between the main control chip and the auxiliary control chip.

[0012] Optionally, the internal communication unit includes a first main-auxiliary communication unit, a second main-auxiliary communication unit and a standby communication unit; A first end of the first main-auxiliary communication unit is connected to the main control chip, a second end of the first main-auxiliary communication unit and a first end of the second main-auxiliary communication unit are connected, and a second end of the second main-auxiliary communication unit is connected to the auxiliary control chip; The standby communication unit is respectively connected to the main control chip and the auxiliary control chip, and communication between the main control chip and the auxiliary control chip is carried out through the first main-auxiliary communication unit and the second main-auxiliary communication unit, or through the standby communication unit.

[0013] Optionally, an external communication unit is further included in the electronic hydraulic braking system, and the external communication unit includes a first sub-communication unit and a second sub-communication unit, The first sub-communication unit is respectively connected to the vehicle communication unit and the main control chip, and is used for communication between the vehicle communication unit and the main control chip; The first end of the second sub-communication unit is connected to the vehicle communication unit through a configurable connector, and the second end of the second sub-communication unit is connected to the auxiliary control chip, and is used for the vehicle communication unit and the auxiliary control chip to communicate when the configurable connector is configured to be in a connected state.

[0014] Optionally, it further includes: The first vehicle power supply is respectively connected to the main control power supply unit and the auxiliary control power supply unit, and is used for charging the main control power supply unit and the auxiliary control power supply unit; The second vehicle power supply is respectively connected to the main control power supply unit and the auxiliary control power supply unit, and is used for charging the main control power supply unit and the auxiliary control power supply unit.

[0015] In a second aspect, an embodiment of the present application provides a vehicle, including any one of the electronic hydraulic braking systems in the first aspect as described above.

[0016] Advantages of the present application: In the electronic hydraulic braking system provided by the embodiment of the present application, it includes a main control subsystem and an auxiliary control subsystem, and can continue the vehicle braking work by using the auxiliary control subsystem after the main control subsystem fails. Specifically, the wheel speed processing unit in the main control subsystem transmits the wheel speed signal to the main control chip through the multiplexer unit, and controls the vehicle running state through the instruction of the main control chip to the parking execution unit. If the main control chip fails, the wheel speed processing unit transmits the wheel speed signal to the auxiliary control chip through the multiplexer unit, and controls the vehicle running state through the instruction of the auxiliary control chip to the parking execution unit. In this way, the present application can conduct the electrical connection between the wheel speed processing unit and the main control chip through the multiplexer unit, and / or conduct the electrical connection between the wheel speed processing unit and the auxiliary control chip, so as to realize the reception of two-way wheel speed signals, and the two-way parking to control the vehicle running state. Compared with the related technology that uses a dual MCU controller-chip to control parking, after one chip fails seriously, the other chip takes over the control of the parking work, resulting in the other chip being unable to obtain the wheel speed signal from the faulty chip, which is likely to cause mistakes in the parking work and lead to safety problems. In the technical solution of the present application, the auxiliary control chip can obtain the wheel speed signal from the wheel speed processing unit in time to quickly and accurately control the vehicle running state.

[0017] These implementation manners or other implementation manners of the present application will be more clearly understood in the following description of the embodiments. Description of the Drawings

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required to be used in the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained according to these drawings.

[0019] Figure 1 Schematic diagram of an electronic hydraulic braking system (EHB) provided by an embodiment of the present application; Figure 2 Schematic diagram of an architecture for the requirements of redundant design implemented by a dual MCU controller in related art provided by an embodiment of the present application; Figure 3 Schematic diagram of an architecture for the requirements of redundant design implemented by a split dual MCU controller in related art provided by an embodiment of the present application; Figure 4 Schematic diagram of an architecture of an electronic hydraulic braking system provided by an embodiment of the present application; Figure 5 Schematic diagram of an architecture of an electronic hydraulic braking system with a redundant power management method provided by an embodiment of the present application; Figure 6 Schematic diagram of another architecture of an electronic hydraulic braking system with a redundant power management method provided by an embodiment of the present application; Figure 7 Schematic diagram of an architecture of an electronic hydraulic braking system with a redundant wheel speed signal processing method provided by an embodiment of the present application; Figure 8 Schematic diagram of an architecture of an electronic hydraulic braking system with a multi-channel wheel speed sensor processing method provided by an embodiment of the present application; Figure 9 Schematic diagram of another architecture of an electronic hydraulic braking system with a multi-channel wheel speed sensor processing method provided by an embodiment of the present application; Figure 10 Schematic diagram of an architecture of an electronic hydraulic braking system with a redundant parking actuator control link provided by an embodiment of the present application; Figure 11 Schematic diagram of an architecture of an electronic hydraulic braking system with a redundant parking control link for safe shutdown provided by an embodiment of the present application; Figure 12 Schematic diagram of an architecture of an electronic hydraulic braking system with redundant communication lines provided by an embodiment of the present application; Figure 13 Schematic diagram of the working condition of the system state switching circuit in the case of main control failure provided by an embodiment of the present application.

[0020] Wherein, Figure 6 、 8The reference numerals in FIG. - 13 include (the corresponding reference numerals are in parentheses after the names): the first vehicle power supply (1), the second vehicle power supply (2), KL30_1 (3), KL30_2 (4), the ignition signal IGN (5), a group of two - way wheel speed sensors (6), another group of two - way wheel speed sensors (7), the first wheel speed signal processing unit (8), the second wheel speed signal processing unit (9), the parking switch (10), the first sub - communication unit (11), the configurable connection (12), the second sub - communication unit (13), the main control power supply unit (14), the auxiliary control power supply unit (15), the first multiplexer (16), the private main - auxiliary communication CAN (17), the main control chip (18), the auxiliary control chip (19), the main control safety switch (20), the auxiliary control safety switch (21), the main control memory (22), the auxiliary control memory (23), the brushless motor drive chip and circuit (24), the solenoid valve drive chip and circuit (25), the second multiplexer (26), the first parking pre - drive unit (27), the second parking pre - drive unit (28), the first H - bridge circuit (29), the second H - bridge circuit (30), the logic gate circuit (31), the main parking actuator (32), the auxiliary parking actuator (33), the vehicle communication unit (34). Detailed implementation manners

[0021] In order to make the objectives, technical solutions, and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of the present application.

[0022] The following explains some terms in the embodiments of the present application to facilitate the understanding of those skilled in the art: Electronic hydraulic braking system (EHB): Its working principle is to obtain the driver's braking intention through an electronic pedal sensor and transmit the signal to an electronic control unit (ECU). After the ECU analyzes the signal, components such as a hydraulic controller and solenoid valves are used to adjust the braking pressure, ultimately achieving precise control of the braking force of each wheel. This system not only improves the braking reaction speed and response time but also enhances the degree of freedom of braking control, thereby improving the braking efficiency of the vehicle. Compared with the traditional hydraulic system, the EHB system has a more compact structure, more precise control, and can better integrate auxiliary functions such as an electronic parking brake system (EPB).

[0023] The Electronic Parking Brake (EPB) is a system that realizes vehicle parking braking based on electronic technology. By integrating components such as sensors, motors, and Electronic Control Units (ECUs), it replaces the traditional mechanical handbrake or footbrake, providing a more intelligent and convenient parking braking function.

[0024] The main control chip (MCU or SoC), as the core control unit, is responsible for coordinating sensor data, actuator responses, and interactions with other systems. Its functions can include: 1. Receiving signals from wheel speed sensors, acceleration sensors, etc., and calculating parameters such as wheel slip ratio and reference vehicle speed in real time. 2. Then, based on the calculation results, generating control instructions through preset algorithms to control the vehicle's operating state. 3. Communicating with the Engine Management System (EMS), body controller, etc. via CAN / LIN bus to share data and cooperate in control. 4. Continuously monitoring its own and sensor states. If an abnormality (such as sensor failure) is detected, it will trigger an alarm and switch to the standby mode, etc.

[0025] The auxiliary control chip can be used as a backup chip when the main control chip fails. It can include all or part of the functions of the main control chip to control the vehicle's operating state and ensure the safety of vehicle operation.

[0026] The design concept of the embodiments of this application is briefly introduced below: In related technologies, the electronically controlled hydraulic braking system introduces an electronic control unit and various sensors, with the motor as the power source for braking force, enabling the realization of electric braking control. As Figure 1 shown, it is a schematic diagram of an electronically controlled hydraulic braking system (EHB) provided by the embodiments of this application. The electronically controlled hydraulic braking controller 101 provides high-performance braking response, supports braking energy recovery, responds to the braking requests of the active driving system, and can adjust the braking feeling, being applicable to a wider range of new energy and traditional fuel vehicles. In addition, the electronically controlled hydraulic braking controller 101 integrates the Electronic Stability Control (ESC) function, improving the safety of the braking system and having a higher integration level. The entire electronically controlled hydraulic braking system consists of: a brake pedal unit 102, an electronically controlled hydraulic braking controller 101, a hydraulic caliper 103, a parking actuator 104, an electronic parking switch 105, an Inertial Measurement Unit (IMU) 106, a wheel speed sensor 107 (the one marked as 107 in the figure is the wheel speed sensor wiring harness, which can also be called the sensor line 110), a hydraulic braking line 108, and a parking actuator control line 109.

[0027] With the trend of the electrification of the entire vehicle and the new energy revolution, the vehicle has introduced an independent electronic parking controller and a P gear lock for the electronic transmission system to meet the regulatory design requirements of the vehicle's electronic parking brake system. On this basis, the vehicle cancels the P gear lock of the electronic transmission system and instead adopts an electronic parking control system with dual MCUs. The redundant design requirements can be achieved by using a separate dual-MCU controller (see Figure 2 ), or the system can be split into two controllers (see Figure 3 ). It can be seen that in the related technologies, dual-chip control is used for parking. If one of the chips fails severely, resulting in the other chip being unable to obtain the wheel speed signal from the faulty chip, it is easy to cause parking operation errors and lead to safety problems. With the development of autonomous driving technology towards the L3+ level, the vehicle has put forward higher requirements for the functional safety and redundancy of the line control brake system.

[0028] In view of this, an embodiment of the present application provides an electro-hydraulic brake system 400, as shown in Figure 4 , which includes a main control subsystem and an auxiliary control subsystem. The main control subsystem includes a main control chip 403, a wheel speed processing unit 401, a multiplexing unit 402, and a parking execution unit 405; the auxiliary control subsystem includes an auxiliary control chip 404; including: The wheel speed processing unit 401 is respectively connected to the main control chip 403 and the auxiliary control chip 404 through the multiplexing unit 402, and is used to transmit the wheel speed signal to the main control chip 403 or the auxiliary control chip 404 through the multiplexing unit 402; The main control chip 403 and the auxiliary control chip 404 are respectively connected to the parking execution unit 405 through the multiplexing unit 402, and are used to control the parking execution unit 405 to control the vehicle operating state by using the main control chip 403 or the auxiliary control chip 404.

[0029] In the above system, the main and auxiliary control chips can, under the action of the multiplexing unit, connect to the wheel speed processing unit, process the wheel speed signal, and send information such as parking instructions to the parking execution unit to ensure parking reliability. And if the main control chip fails, the auxiliary control chip can obtain the wheel speed signal from the wheel speed processing unit in time and quickly and accurately control the vehicle operating state.

[0030] Based on the above Figure 4 system, an embodiment of the present application provides an electro-hydraulic brake system 500 with a redundant power management method, as shown in Figure 5 , the main control subsystem further includes a main control power supply unit 506, and the auxiliary control subsystem further includes an auxiliary control power supply unit 507; The main control power supply unit 506 is respectively connected to the main control chip 503, the wheel speed processing unit 501, the multiplexing unit 502, and the parking execution unit 505, and is used to supply power to the main control chip 503, the wheel speed processing unit 501, the multiplexing unit 502, and the parking execution unit 505; The auxiliary control power supply unit 507 is respectively connected to the auxiliary control chip 504, the wheel speed processing unit 501, the multiplexing unit 502, and the parking execution unit 505, and is used to supply power to the auxiliary control chip 504, the wheel speed processing unit 501, the multiplexing unit 502, and the parking execution unit 505.

[0031] In one embodiment, the vehicle includes two vehicle power supplies, a first vehicle power supply and a second vehicle power supply. The first vehicle power supply is respectively connected to the main control power supply unit and the auxiliary control power supply unit, and is used to charge the main control power supply unit and the auxiliary control power supply unit; the second vehicle power supply is respectively connected to the main control power supply unit and the auxiliary control power supply unit, and is used to charge the main control power supply unit and the auxiliary control power supply unit.

[0032] That is to say, the redundant power management method adopted by the above system satisfies the power supply architecture of the two sets of vehicle power systems. In one embodiment, as Figure 6 shown, the embodiment of the present application provides an electronic hydraulic braking system with a redundant power management method. Among them, the first vehicle power supply (1) is connected to KL30_1 (3) for power supply through a wire harness, and the second vehicle power supply (2) is connected to KL30_2 (4) for power supply through a wire harness. The redundant electronic hydraulic braking system includes two sets of power management modules. The main control power supply unit 506 is simultaneously connected to KL30_1 (3) and KL30_2 (4); the auxiliary control power supply unit 507 is also simultaneously connected to KL30_1 (3) and KL30_2 (4); this design can ensure that in case of a power supply failure of any one of the vehicle power supplies, there is still another power supply to meet the power supply of the braking basic boost and the two-way electronic parking actuators (the main parking actuator (32) and the auxiliary parking actuator (33)).

[0033] Based on the above Figure 4 system, the embodiment of the present application provides an electronic hydraulic braking system 700 with a redundant wheel speed signal processing method. As Figure 7 shown, the main control subsystem further includes a main control power supply unit 706, and the auxiliary control subsystem further includes an auxiliary control power supply unit 707; the wheel speed processing unit 701 includes a first wheel speed signal processing unit 7011 and a second wheel speed signal processing unit 7012, and the multiplexing unit 702 includes a first multiplexer 7021; The first wheel speed signal processing unit 7011 is connected to the main control chip 703 and is used to transmit the wheel speed signal to the main control chip 703; The second - round wheel speed signal processing unit 7012 is respectively connected to the main control chip 703 and the auxiliary control chip 704 through the first multiplexer 7021, and is used to transmit the wheel speed signal to the main control chip 703 and the auxiliary control chip 704, or transmit the wheel speed signal to the main control chip 703 or the auxiliary control chip 704; The main control power supply unit 706 is respectively connected to the first - round wheel speed signal processing unit 7011 and the second - round wheel speed signal processing unit 7012, and is used to supply power to the first - round wheel speed signal processing unit 7011 and the second - round wheel speed signal processing unit 7012; The auxiliary control power supply unit 707 is connected to the second - round wheel speed signal processing unit 7012, and is used to supply power to the second - round wheel speed signal processing unit 7012.

[0034] In one embodiment, the main control power supply unit supplies power to all main - control - related logic circuit chips and devices, including the main control chip, the main control memory, the brushless motor drive chip and circuit, the solenoid valve drive chip and circuit, the main control CAN transceiver, the first parking pre - drive unit, the second parking pre - drive unit, the multiplexing unit, the wheel speed processing circuit, the parking switch, etc. To ensure the multi - channel independence of the wheel speed sensor signals, the main control power supply unit supplies power to two independent two - way wheel speed sensors in two groups, that is, the first - round wheel speed signal processing unit 7011 and the second - round wheel speed signal processing unit 7012 circuits. At the same time, the auxiliary control power supply unit supplies power to all auxiliary - control - related logic circuit chips and devices, including the auxiliary control chip, the auxiliary control memory, the first parking pre - drive unit, the second parking pre - drive unit, the multiplexing unit, the wheel speed processing circuit, the auxiliary control CAN transceiver, etc. To ensure the redundancy of the wheel speed sensors, the auxiliary control power supply unit also supplies power to the second - round wheel speed signal processing unit 7012.

[0035] For the redundant wheel speed signal processing method adopted by the above - mentioned system, the current functional safety level requirement for the vehicle speed signal by the EHB reaches the highest ASIL D level, and the vehicle speed signal is calculated and verified through four - way wheel speed signals. Therefore, in the design of the wheel speed signal processing link, it is necessary to consider the decomposition of the safety level and the independence of the two groups of wheel speed signal acquisition channels. In this application, the four wheel speed signals are divided into two groups, and each group has independent power supply (already described in the redundant power management), signal acquisition and operation; In one embodiment, as Figure 8 shown, this application embodiment provides an electronic hydraulic braking system with a multi - channel wheel speed sensor processing method. Among them, a group of two - way wheel speed sensor (6) signals of the first - round wheel speed signal processing unit (8) are processed and connected to the main control chip to complete the processing of the two - way wheel speed signals.

[0036] In one embodiment, a group of wheel speed sensor signals of the first - round wheel speed signal processing unit can be the wheel speed signals of the front wheels of the vehicle.

[0037] In one embodiment, as Figure 9 shown, an electronic hydraulic braking system with a multi-channel wheel speed sensor processing method is provided in the embodiment of the present application. Among them, a group of two-channel wheel speed sensor (7) signals of the second wheel speed signal processing unit (9) pass through a processing circuit and a first multiplexer (16), and can be connected to the main control chip (18) for wheel speed signal parsing or the auxiliary control chip (19) for wheel speed signal parsing. By default, it is connected to the main control chip (18) for wheel speed parsing; when a failure occurs on the main control side, the auxiliary control side controls the first multiplexer (16) to connect the signals of another group of two-channel wheel speed sensors (7) to the auxiliary control chip (19) for wheel speed parsing.

[0038] Based on the above Figure 4 system, an electronic hydraulic braking system with a redundant parking actuator management method is provided in the embodiment of the present application. The parking actuator unit includes a first parking pre-driving unit, a first H-bridge circuit, a second parking pre-driving unit, and a second H-bridge circuit. The multiplexing unit includes a second multiplexer; The main control chip is respectively connected to the first end of the first parking pre-driving unit and the first end of the second parking pre-driving unit through the second multiplexer; The auxiliary control chip is respectively connected to the second end of the first parking pre-driving unit and the second end of the second parking pre-driving unit through the second multiplexer; The third end of the first parking pre-driving unit is connected to the first H-bridge circuit, and the first H-bridge circuit is connected to the first vehicle parking actuator; The third end of the second parking pre-driving unit is connected to the second H-bridge circuit, and the second H-bridge circuit is connected to the second vehicle parking actuator; so as to control the first parking actuator and the second parking actuator by using the main control chip or the auxiliary control chip.

[0039] In one embodiment, as Figure 10 shown, an electronic hydraulic braking system with a redundant parking actuator control link is provided in the embodiment of the present application. Among them, the parking actuator control link of this solution adopts a scheme in which the main control or the auxiliary control can simultaneously control two parking actuators; by default, the main control passes through a multiplexing unit (including the first multiplexer (16) and the second multiplexer (26)), and establishes electrical connections with the first parking pre-driving unit (27), the first H-bridge circuit (29), the second parking pre-driving unit (28), and the second H-bridge circuit (30) to simultaneously control two parking actuators; when a failure occurs in the main control, the auxiliary control controls the second multiplexer (26) to establish electrical connections between the control signal of the auxiliary control and two parking pre-driving chips, and simultaneously controls two parking actuators (the main parking actuator (32), the auxiliary parking actuator (33)).

[0040] Based on the above-mentioned systems and their embodiments, an embodiment of the present application provides an electronic hydraulic braking system with a redundant parking actuator control link. The main control subsystem includes a main control safety switch, and the auxiliary control subsystem includes an auxiliary control safety switch; The main control safety switch is respectively connected to the main control power supply unit, the main control chip, the first parking pre-driving unit and the first H-bridge circuit in the parking actuator unit, and is used to control the main control safety switch to cut off the connections between the main control power supply unit and the first parking pre-driving unit and the first H-bridge circuit respectively through the main control chip in an emergency; The auxiliary control safety switch is respectively connected to the auxiliary control power supply unit, the auxiliary control chip, the second parking pre-driving unit and the second H-bridge circuit in the parking actuator unit, and is used to control the auxiliary control safety switch to cut off the connections between the auxiliary control power supply unit and the second parking pre-driving unit and the second H-bridge circuit respectively through the auxiliary control chip in an emergency; The main control chip is connected to the auxiliary control safety switch through a logic gate circuit, and is used to control the auxiliary control safety switch to cut off the connections between the auxiliary control power supply unit and the second parking pre-driving unit and the second H-bridge circuit respectively through the main control chip in an emergency.

[0041] For the electronic parking control function, there is an operation of statically clamping the parking actuator unexpectedly under the vehicle dynamic condition. For this vehicle-wide hazard, the highest functional safety level ASIL D is defined for the functional safety target. Therefore, when designing the redundant parking control link architecture, it is necessary to monitor the state of the parking actuator and perform an emergency shutdown of the parking actuator when an unexpected clamping working state is monitored.

[0042] In one embodiment, as Figure 11 shown, an embodiment of the present application provides an electronic hydraulic braking system with a redundant parking control link for safety shutdown. Among them, for the emergency shutdown of the parking actuator, the power supply to the parking actuator is cut off. The main control chip (18) can control the power supply to the parking actuators of both the main and auxiliary channels (Channel: the first parking pre-driving unit (27) and the first H-bridge circuit (29), Channel: the second parking pre-driving unit (28) and the second H-bridge circuit (30)) simultaneously; by default, the main control chip (18) turns on the power supply to the main parking actuator (32) and the auxiliary parking actuator (33). When the main control chip (18) operates normally, the power supply to the two-way parking actuators (the main parking actuator (32), the auxiliary parking actuator (33)) is controlled through the main control chip (18); that is, when it is monitored that the parking actuator has performed a clamping operation under an unexpected working condition, the main control chip (18) will cut off the power supply to the two-way parking actuators (the main parking actuator (32), the auxiliary parking actuator (33)).

[0043] In one embodiment, since the main controller can control the power supply of the auxiliary parking actuator (33) on the auxiliary control side, the functional safety level requirement for the auxiliary control system is reduced to ASIL B, and chips and devices with lower costs can be selected.

[0044] When the main control chip fails, the auxiliary control chip can control the logic gate circuit (31). When it monitors that the parking actuator has performed a clamping operation under unexpected working conditions, it cuts off the power supply of the auxiliary parking actuator and simultaneously shuts off the control signals of the parking pre-drive chip (including: the first parking pre-drive unit (27), the second parking pre-drive unit (28), the first H-bridge circuit (29), and the second H-bridge circuit (30)).

[0045] Based on the above systems and their embodiments, the embodiments of the present application provide an electronic hydraulic braking system with an internal redundant communication link. The electronic hydraulic braking system further includes an internal communication unit. The internal communication unit is respectively connected to the main control chip and the auxiliary control chip and is used for communication between the main control chip and the auxiliary control chip. In this way, it can ensure that the main control chip and the auxiliary control chip timely exchange relevant information such as wheel speed signals, calculation data, and fault conditions.

[0046] Based on the above electronic hydraulic braking system with a communication link, the embodiments of the present application provide another electronic hydraulic braking system with an internal redundant communication link. The internal communication unit includes a first main-auxiliary communication unit, a second main-auxiliary communication unit, and a standby communication unit. The first end of the first main-auxiliary communication unit is connected to the main control chip, the second end of the first main-auxiliary communication unit is connected to the first end of the second main-auxiliary communication unit, and the second end of the second main-auxiliary communication unit is connected to the auxiliary control chip. The standby communication unit is respectively connected to the main control chip and the auxiliary control chip. The main control chip and the auxiliary control chip communicate through the first main-auxiliary communication unit and the second main-auxiliary communication unit, or communicate through the standby communication unit.

[0047] Based on the above systems and their embodiments, the embodiments of the present application provide an electronic hydraulic braking system with an external redundant communication line. The electronic hydraulic braking system further includes an external communication unit, and the external communication unit includes a first sub-communication unit and a second sub-communication unit. The first sub-communication unit is respectively connected to the vehicle communication unit and the main control chip and is used for communication between the vehicle communication unit and the main control chip. The first end of the second sub-communication unit is connected to the vehicle communication unit through a configurable connector, and the second end of the second sub-communication unit is connected to the auxiliary control chip and is used for communication between the vehicle communication unit and the auxiliary control chip when the configurable connector is configured to be in a connected state.

[0048] In one embodiment, asFigure 12 As shown in the figure, an electronic hydraulic braking system with redundant communication lines is provided in an embodiment of the present application. Among them, the first sub-communication unit (11) on the main control side supports two-way vehicle communication (CAN1 and CAN2) bus connections, and the protocol forms are CAN, CAN-FD, etc.; the second sub-communication unit (13) on the auxiliary control side supports one-way vehicle communication (CAN1 or CAN2) bus connection, and the protocol forms are CAN, CAN-FD, etc.; and the auxiliary control can be configured through electronic components (that is, the connection between the first sub-communication unit (11) and the second sub-communication unit (13) is realized through a configurable connection (12)), and is directly connected to any one of the two-way vehicle communication buses on the main control board, which can reduce the number of vehicle communication bus harnesses.

[0049] The main control and the auxiliary control are connected through a private main-auxiliary communication CAN bus (the first sub-communication unit (11) and the second sub-communication unit (13)) and a backup internal communication bus (the backup communication unit - see the connection line directly connected between the main control chip (18) and the auxiliary control chip (19)); the backup internal communication bus connection supports communication protocols such as SPI, UART or I2t.

[0050] In the above system, the electronic parking control system (EPB) with dual MCUs is integrated into the electronic hydraulic braking control system EHB, and from the perspective of functional safety, the independence of the redundant electronic parking system is ensured, from power management, controller wake-up, wheel speed sensor signal processing, external communication, internal communication, and multi-channel parking actuator control, etc. The EHB system with a dual-MCU electronic parking controller is added, and this solution becomes a redundant electronic hydraulic braking system.

[0051] For the redundant electronic hydraulic braking system, the functions of the main control part can be used to support the control of the electronic hydraulic braking function, including functions related to vehicle dynamic control safety such as basic braking assistance, anti-lock braking system (ABS) for wheels, electronic stability control (ESC), traction control system (TCS), etc.; including line control braking comfort functions such as hill-start assist (HSA), automatic vehicle hold (AVH), hill descent control (HDC), etc.; including intelligent driving functions such as adaptive cruise control (ACC), automated parking assist (APA), lane departure keep (LDK), etc. Therefore, the main control still requires a main control power unit, a wake-up circuit, a main control chip, a wheel speed sensor processing subsystem, a brushless motor drive subsystem, a solenoid valve drive subsystem, and supports at least 2-way vehicle communication networks, such as CAN / CAN-FD, etc., and on this basis, an electronic parking actuator drive subsystem is added. For the redundant electronic parking system, the auxiliary control part is used to support the independent control of the parking actuator, including an auxiliary control power unit, a wake-up circuit, an auxiliary control chip, a wheel speed sensor processing subsystem, a support for at least 1-way vehicle communication network, an electronic parking actuator drive subsystem, etc.

[0052] In one embodiment, the embodiment of the present application provides the working condition of the system state switching circuit in the case of main controller failure, as follows Figure 13 As shown, the main controller failure includes faults such as the system failure of the main controller power supply unit (14) and the failure of the main controller chip (18), which cause the main control part to fail to operate normally. At this time, the auxiliary controller supplies power to a group of wheel speed signal - second wheel speed signal processing unit (9), and controls the first multiplexer (16) in the wheel speed signal path to connect the two wheel speed signals to the auxiliary controller chip (19) to complete the acquisition of wheel speed signals. At the same time, it controls the second multiplexer (26) in the parking actuator path to connect the parking actuator control link to the auxiliary controller chip (19). Through the control of this auxiliary control system, the vehicle can still ensure that in the case of main controller failure, the auxiliary controller chip (19) can receive two wheel speed sensor signals to determine the motion state of the vehicle and control the two parking actuators.

[0053] During the dynamic process of the vehicle, anti-lock braking system (ABS) braking control is performed on the two wheels controlled by the parking actuator to maximize the braking performance of the vehicle. Among them, when the vehicle is static, static clamping of two wheels can be achieved to ensure parking on a 15% slope.

[0054] In one embodiment, as follows Figure 13 As shown, the ignition signal can be sent to the main controller power supply unit (14) and the auxiliary controller power supply unit (15).

[0055] In one embodiment, as follows Figure 13 As shown, the parking switch (10) can send the parking switch signal to the main controller chip (18) through the parking switch signal processing module.

[0056] In one embodiment, as follows Figure 13 As shown, the main controller chip (18) and the auxiliary controller chip (19) can also be respectively connected to their respective main controller memories (22) and auxiliary controller memories (23). The main controller chip (18) can also be connected to the brushless motor drive chip and circuit (24), and the solenoid valve drive chip and circuit (25).

[0057] The embodiment of the present application provides a vehicle, which may include the electronic hydraulic braking system in any of the above-mentioned electronic hydraulic braking systems and their related embodiments.

[0058] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application is also intended to include these changes and modifications.

Claims

1. An electronic hydraulic braking system, characterized in that, It includes a main control subsystem and an auxiliary control subsystem. The main control subsystem includes a main control chip, a wheel speed processing unit, a multiplexing unit, and a parking execution unit; the auxiliary control subsystem includes an auxiliary control chip; and it includes: The wheel speed processing unit is respectively connected to the main control chip and the auxiliary control chip through the multiplexing unit, and is used for transmitting the wheel speed signal to the main control chip or the auxiliary control chip through the multiplexing unit; The main control chip and the auxiliary control chip are respectively connected to the parking execution unit through the multiplexing unit, and are used for controlling the parking execution unit with the main control chip or the auxiliary control chip to control the vehicle running state.

2. The electronic hydraulic braking system according to claim 1, characterized in that, The main control subsystem further includes a main control power supply unit, and the auxiliary control subsystem further includes an auxiliary control power supply unit; The main control power supply unit is respectively connected to the main control chip, the wheel speed processing unit, the multiplexing unit, and the parking execution unit, and is used for supplying power to the main control chip, the wheel speed processing unit, the multiplexing unit, and the parking execution unit; The auxiliary control power supply unit is respectively connected to the auxiliary control chip, the wheel speed processing unit, the multiplexing unit, and the parking execution unit, and is used for supplying power to the auxiliary control chip, the wheel speed processing unit, the multiplexing unit, and the parking execution unit.

3. The electronic hydraulic braking system as described in claim 1, characterized in that, The main control subsystem further includes a main control power supply unit, and the auxiliary control subsystem further includes an auxiliary control power supply unit; the wheel speed processing unit includes a first wheel speed signal processing unit and a second wheel speed signal processing unit, and the multiplexing unit includes a first multiplexer; The first wheel speed signal processing unit is connected to the main control chip and is used for transmitting the wheel speed signal to the main control chip; The second wheel speed signal processing unit is respectively connected to the main control chip and the auxiliary control chip through the first multiplexer, and is used for transmitting the wheel speed signal to the main control chip and the auxiliary control chip, or, transmitting the wheel speed signal to the main control chip or the auxiliary control chip; The main control power supply unit is respectively connected to the first wheel speed signal processing unit and the second wheel speed signal processing unit, and is used for supplying power to the first wheel speed signal processing unit and the second wheel speed signal processing unit; The auxiliary control power supply unit is connected to the second wheel speed signal processing unit and is used for supplying power to the second wheel speed signal processing unit.

4. The electronic hydraulic braking system according to claim 1, characterized in that, The parking execution unit includes a first parking pre-driving unit, a first H-bridge circuit, a second parking pre-driving unit, and a second H-bridge circuit, and the multiplexing unit includes a second multiplexer; The main control chip is respectively connected to the first end of the first parking pre-driving unit and the first end of the second parking pre-driving unit through the second multiplexer; The auxiliary control chip is respectively connected to the second end of the first parking pre-driving unit and the second end of the second parking pre-driving unit through the second multiplexer; The third end of the first parking pre-driving unit is connected to the first H-bridge circuit, and the first H-bridge circuit is connected to the first vehicle parking actuator; The third terminal of the second parking pre-driving unit is connected to the second H-bridge circuit, and the second H-bridge circuit is connected to the second parking actuator of the vehicle; so as to control the first parking actuator and the second parking actuator by using the main control chip or the auxiliary control chip.

5. The electro-hydraulic braking system according to any one of claims 1 to 4, characterized in that, The main control subsystem includes a main control safety switch, and the auxiliary control subsystem includes an auxiliary control safety switch; The main control safety switch is respectively connected to the main control power supply unit, the main control chip, the first parking pre-driving unit and the first H-bridge circuit in the parking actuator unit, and is used for controlling the main control safety switch to cut off the connections between the main control power supply unit and the first parking pre-driving unit and the first H-bridge circuit respectively through the main control chip in an emergency situation; The auxiliary control safety switch is respectively connected to the auxiliary control power supply unit, the auxiliary control chip, the second parking pre-driving unit and the second H-bridge circuit in the parking actuator unit, and is used for controlling the auxiliary control safety switch to cut off the connections between the auxiliary control power supply unit and the second parking pre-driving unit and the second H-bridge circuit respectively through the auxiliary control chip in an emergency situation; The main control chip is connected to the auxiliary control safety switch through a logic gate circuit, and is used for controlling the auxiliary control safety switch to cut off the connections between the auxiliary control power supply unit and the second parking pre-driving unit and the second H-bridge circuit respectively through the main control chip in an emergency situation.

6. The electronic hydraulic braking system according to any one of claims 1-4, characterized in that The electronic hydraulic braking system further includes an internal communication unit, The internal communication unit is respectively connected to the main control chip and the auxiliary control chip, and is used for communication between the main control chip and the auxiliary control chip.

7. The system according to claim 6, wherein The internal communication unit includes a first main-auxiliary communication unit, a second main-auxiliary communication unit and a standby communication unit; The first end of the first main-auxiliary communication unit is connected to the main control chip, the second end of the first main-auxiliary communication unit is connected to the first end of the second main-auxiliary communication unit, and the second end of the second main-auxiliary communication unit is connected to the auxiliary control chip; The standby communication unit is respectively connected to the main control chip and the auxiliary control chip, and the main control chip and the auxiliary control chip communicate with each other through the first main-auxiliary communication unit and the second main-auxiliary communication unit, or communicate through the standby communication unit.

8. The electronic hydraulic braking system according to any one of claims 1-4, characterized in that, The electronic hydraulic braking system further includes an external communication unit, and the external communication unit includes a first sub-communication unit and a second sub-communication unit, The first sub-communication unit is respectively connected to the vehicle communication unit and the main control chip, and is used for communication between the vehicle communication unit and the main control chip; The first end of the second sub-communication unit is connected to the vehicle communication unit through a configurable connector, and the second end of the second sub-communication unit is connected to the auxiliary control chip, and is used for the vehicle communication unit to communicate with the auxiliary control chip when the configurable connector is configured to be in a connected state.

9. The electro-hydraulic braking system according to any one of claims 1-4 and 7, characterized in that, Further included: The first vehicle power supply is respectively connected to the main control power supply unit and the auxiliary control power supply unit, and is used for charging the main control power supply unit and the auxiliary control power supply unit; The second vehicle power supply is respectively connected to the main control power supply unit and the auxiliary control power supply unit, and is used to charge the main control power supply unit and the auxiliary control power supply unit.

10. A vehicle, characterized in that, Comprising: The electronic hydraulic braking system according to any one of the above claims 1-9.

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