Electronic hydraulic braking system and vehicle

Abstract

The embodiment of the present application provides an electronic hydraulic brake system and vehicle, which relates to the field of brake technology and 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 multi-way selection unit, and a parking execution unit; the auxiliary control subsystem includes an auxiliary control chip; including: the wheel speed processing unit is connected to the main control chip and the auxiliary control chip respectively through the multi-way selection unit, and is used to transmit the wheel speed signal to the main control chip or the auxiliary control chip through the multi-way selection unit; the main control chip and the auxiliary control chip are respectively connected to the parking execution unit through the multi-way selection unit, and are used to control the parking execution unit to control the vehicle's operating state using the main control chip or the auxiliary control chip. In this way, the aforementioned system can accurately and quickly manage the vehicle's parking state and ensure vehicle safety.

Description

Technical Field

[0001] The present 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) system is a brake-by-wire technology designed to meet the safety requirements of advanced autonomous and intelligent driving. It adds a redundant backup mechanism to the traditional EHB system. If any system component fails, the backup component can still ensure safe braking of the vehicle.

[0003] In related technologies, separate dual MCU controllers are usually used to achieve redundant design requirements (see Figure 2 ), or split the system into two controllers (see Figure 3 ), it can be seen that the related art uses dual MCU controller-chips to control parking. After one chip fails, the other chip takes over the control of parking. However, if one of the chips fails seriously, causing the other chip to be unable to obtain the wheel speed signal from the failed chip, it is easy to cause parking errors and cause safety problems.

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

[0005] The embodiments of the present application provide an electronic hydraulic braking system and a vehicle, which accurately and quickly manage the parking status of the vehicle and ensure vehicle safety.

[0006] In a first aspect, an embodiment of the present application provides an electronic hydraulic brake system, comprising a main control subsystem and an auxiliary control subsystem, wherein the main control subsystem comprises a main control chip, a wheel speed processing unit, a multi-way selection unit, and a parking execution unit; and the auxiliary control subsystem comprises an auxiliary control chip; and includes:

[0007] The wheel speed processing unit is connected to the main control chip and the auxiliary control chip respectively through the multi-way selection unit, and is used to transmit the wheel speed signal to the main control chip or the auxiliary control chip through the multi-way selection unit;

[0008] The main control chip and the auxiliary control chip are respectively connected to the parking execution unit through the multi-way selection unit, and are used to control the parking execution unit to control the vehicle operation state using the main control chip or the auxiliary control chip.

[0009] 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;

[0010] The main control power supply unit is respectively connected to the main control chip, the wheel speed processing unit, the multi-way selection unit, and the parking execution unit, and is used to supply power to the main control chip, the wheel speed processing unit, the multi-way selection unit, and the parking execution unit;

[0011] The auxiliary control power supply unit is respectively connected to the auxiliary control chip, the wheel speed processing unit, the multi-way selection unit, and the parking execution unit, and is used to supply power to the auxiliary control chip, the wheel speed processing unit, the multi-way selection unit, and the parking execution unit.

[0012] 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 multiplexer unit includes a first multiplexer;

[0013] 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;

[0014] The second wheel speed signal processing unit is connected to the main control chip and the auxiliary control chip respectively through the first multiplexer, and is used to transmit the wheel speed signal to the main control chip and the auxiliary control chip, or to transmit the wheel speed signal to the main control chip or the auxiliary control chip;

[0015] The main control power supply unit is connected to the first wheel speed signal processing unit and the second wheel speed signal processing unit respectively, and is used to supply power to the first wheel speed signal processing unit and the second wheel speed signal processing unit;

[0016] 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.

[0017] 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;

[0018] The main control chip is connected to the first end of the first parking pre-driving unit and the first end of the second parking pre-driving unit respectively through the second multiplexer;

[0019] The auxiliary control chip is connected to the second end of the first parking pre-driving unit and the second end of the second parking pre-driving unit respectively through the second multiplexer;

[0020] The third terminal 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 parking actuator of the vehicle;

[0021] The third end of the second parking pre-drive 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 that the first parking actuator and the second parking actuator are controlled by the main control chip or the auxiliary control chip.

[0022] Optionally, the main control subsystem includes a main control safety switch, and the auxiliary control subsystem includes an auxiliary control safety switch;

[0023] The master safety switch is respectively connected to the master power supply unit, the master control chip, the first parking pre-drive unit in the parking execution unit, and the first H-bridge circuit, and is used to control the master safety switch through the master control chip to cut off the connection between the master power supply unit and the first parking pre-drive unit and the first H-bridge circuit in an emergency;

[0024] The auxiliary control safety switch is respectively connected to the auxiliary control power supply unit, the auxiliary control chip, the second parking pre-drive unit in the parking execution unit, and the second H-bridge circuit, and is used to control the auxiliary control safety switch through the auxiliary control chip to cut off the connection between the auxiliary control power supply unit and the second parking pre-drive unit and the second H-bridge circuit in an emergency;

[0025] 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 through the main control chip to cut off the connection between the auxiliary control power supply unit and the second parking pre-drive unit and the second H-bridge circuit in an emergency.

[0026] Optionally, the electronic hydraulic brake system further includes an internal communication unit.

[0027] The internal communication unit is connected to the main control chip and the auxiliary control chip respectively, and is used for communication between the main control chip and the auxiliary control chip.

[0028] Optionally, the internal communication unit includes a first primary and secondary communication unit, a second primary and secondary communication unit, and a backup communication unit;

[0029] The first end of the first master-auxiliary communication unit is connected to the main control chip, the second end of the first master-auxiliary communication unit is connected to the first end of the second master-auxiliary communication unit, and the second end of the second master-auxiliary communication unit is connected to the auxiliary control chip;

[0030] The backup communication unit is connected to the main control chip and the auxiliary control chip respectively. 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 with each other through the backup communication unit.

[0031] Optionally, the electronic hydraulic brake system further comprises an external communication unit, wherein the external communication unit comprises a first sub-communication unit and a second sub-communication unit.

[0032] The first sub-communication unit is connected to the vehicle communication unit and the main control chip respectively, and is used for the vehicle communication unit to communicate with the main control chip;

[0033] The first end of the second sub-communication unit is connected to the whole vehicle communication unit through a configurable connector, and the second end of the second sub-communication unit is connected to the auxiliary control chip, so that the whole vehicle communication unit communicates with the auxiliary control chip when the configurable connector is configured to be in a connected state.

[0034] Optionally, also include:

[0035] The first vehicle power supply is connected to the main control power supply unit and the auxiliary control power supply unit respectively, and is used to charge the main control power supply unit and the auxiliary control power supply unit;

[0036] The second vehicle power supply is connected to the main control power supply unit and the auxiliary control power supply unit respectively, and is used to charge the main control power supply unit and the auxiliary control power supply unit.

[0037] In a second aspect, an embodiment of the present application provides a vehicle comprising any electronic hydraulic brake system as described in the first aspect above.

[0038] Beneficial effects of this application:

[0039] The electronic hydraulic braking system provided in the embodiments of the present application includes a main control subsystem and an auxiliary control subsystem. If the main control subsystem fails, the auxiliary control subsystem can be used to continue vehicle braking. Specifically, the wheel speed processing unit in the main control subsystem transmits the wheel speed signal to the main control chip via a multi-way selection unit, which instructs the parking execution unit to control the vehicle's operating status. If the main control chip fails, the wheel speed processing unit transmits the wheel speed signal to the auxiliary control chip via the multi-way selection unit, which instructs the parking execution unit to control the vehicle's operating status. In this way, the present application can conduct the electrical connection between the wheel speed processing unit and the main control chip through the multi-way selection 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 two-way parking control of the vehicle operation status. Compared with the related technology that uses a dual MCU controller-chip to control parking, after a 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 can easily lead to parking errors and cause safety problems. The auxiliary control chip in the technical solution of the present application can obtain the wheel speed signal from the wheel speed processing unit in a timely manner to quickly and accurately control the vehicle operation status.

[0040] These implementations or other implementations of the present application will be more concise and understandable in the description of the following embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0042] Figure 1 A schematic diagram of an electronic hydraulic brake system (EHB) provided in an embodiment of the present application;

[0043] Figure 2 A schematic diagram of the architecture of a dual MCU controller to achieve redundant design requirements in a related technology provided in an embodiment of the present application;

[0044] Figure 3 A schematic diagram of the architecture of a split dual MCU controller to achieve redundant design requirements in a related technology provided in an embodiment of the present application;

[0045] Figure 4 A schematic diagram of the architecture of an electronic hydraulic brake system provided in an embodiment of the present application;

[0046] Figure 5A schematic diagram of the architecture of an electronic hydraulic brake system with redundant power management provided in an embodiment of the present application;

[0047] Figure 6 A schematic diagram of the architecture of another electronic hydraulic brake system with redundant power management provided in an embodiment of the present application;

[0048] Figure 7 A schematic diagram of the architecture of an electronic hydraulic brake system with redundant wheel speed signal processing provided in an embodiment of the present application;

[0049] Figure 8 A schematic diagram of the architecture of an electronic hydraulic brake system with a multi-channel wheel speed sensor processing method provided in an embodiment of the present application;

[0050] Figure 9 A schematic diagram of the architecture of another electronic hydraulic brake system with a multi-channel wheel speed sensor processing method provided in an embodiment of the present application;

[0051] Figure 10 A schematic diagram of the architecture of an electronic hydraulic brake system with a redundant parking actuator control link provided in an embodiment of the present application;

[0052] Figure 11 A schematic diagram of the architecture of an electronic hydraulic brake system with redundant parking control links for safety shutdown provided in an embodiment of the present application;

[0053] Figure 12 A schematic diagram of the architecture of an electronic hydraulic brake system with redundant communication lines provided in an embodiment of the present application;

[0054] Figure 13 A schematic diagram of the working status of the system status switching circuit in the event of a master control failure provided in an embodiment of the present application.

[0055] in, Figure 6 、 8-13 include the following reference numerals (the corresponding reference numerals are in parentheses after the names): first vehicle power supply (1), second vehicle power supply (2), KL30_1 (3), KL30_2 (4), ignition signal IGN (5), a set of two-way wheel speed sensors (6), another set of two-way wheel speed sensors (7), a first wheel speed signal processing unit (8), a second wheel speed signal processing unit (9), a parking switch (10), a first sub-communication unit (11), a configurable connection (12), a second sub-communication unit (13), a main control power supply unit (14), an auxiliary control power supply unit (15), a first multiplexer (16) , private master-auxiliary communication CAN (17), main control chip (18), auxiliary control chip (19), main control safety switch (20), auxiliary control safety switch (21), main control memory (22), auxiliary control memory (23), brushless motor drive chip and circuit (24), solenoid valve drive chip and circuit (25), second multiplexer (26), first parking pre-drive unit (27), second parking pre-drive unit (28), first H-bridge circuit (29), second H-bridge circuit (30), logic gate circuit (31), main parking actuator (32), auxiliary parking actuator (33), vehicle communication unit (34). DETAILED DESCRIPTION

[0056] To make the objectives, technical solutions, and advantages of this application more clear, this application will be further described in detail below with reference to the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of this application.

[0057] The following explains some of the terms used in the embodiments of the present application to facilitate understanding by those skilled in the art:

[0058] The electronic hydraulic brake system (EHB) works by detecting the driver's braking intention through an electronic pedal sensor and transmitting the signal to the electronic control unit (ECU). After the ECU analyzes the signal, components such as the hydraulic controller and solenoid valves adjust the brake pressure, ultimately achieving precise control of the braking force at each wheel. This system not only improves braking reaction speed and response time, but also enhances the degree of freedom in brake control, thereby improving the vehicle's braking efficiency. Compared with traditional hydraulic systems, the EHB system has a more compact structure, more precise control, and better integration of auxiliary functions such as the electronic parking brake (EPB).

[0059] The Electronic Parking Brake (EPB) system is an electronic-based parking brake system that replaces traditional mechanical handbrakes or footbrakes by integrating sensors, motors, and electronic control units (ECUs), providing a smarter and more convenient parking brake function.

[0060] The main control chip (MCU or SoC) is the core control unit, responsible for coordinating sensor data, actuator responses, and interactions with other systems. Its tasks include: 1. Receive signals from wheel speed sensors, acceleration sensors, and other sensors, and calculate parameters such as wheel slip rate and reference vehicle speed in real time. 2. Based on the calculation results, it generates control instructions using a preset algorithm to control the vehicle's operating status. 3. Communicates with the engine management system (EMS) and body controller via the CAN / LIN bus to share data and coordinate control. 4. Continuously monitors its own and sensor status. If an anomaly is detected (such as sensor failure), it triggers an alarm and switches to backup mode.

[0061] 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 status to ensure the safety of the vehicle.

[0062] The following is a brief introduction to the design concept of the embodiment of this application:

[0063] In related technologies, the electronic hydraulic brake system introduces an electronic control unit and a variety of sensors, and uses the motor as the braking force source, so that the brake control is electrified. Figure 1 Figure 1 shows a schematic diagram of an electronic hydraulic brake (EHB) system according to an embodiment of the present application. The electronic hydraulic brake controller 101 provides high-performance braking response, supports brake energy recovery, responds to active driving system braking requests, and can adjust braking feel, making it suitable for a wider range of new energy and traditional fuel vehicles. Furthermore, the electronic hydraulic brake controller 101 integrates the vehicle stability control (ESC) function, improving the safety of the braking system and achieving a higher level of integration. The entire electronic hydraulic brake system consists of a brake pedal unit 102, an electronic hydraulic brake controller 101, a hydraulic caliper 103, a parking actuator 104, an electronic parking switch 105, an inertial measurement unit 106, a wheel speed sensor 107 (marked 107 in the figure is the wheel speed sensor wiring harness, also referred to as sensor wiring 110), a hydraulic brake wiring 108, and a parking actuator control wiring 109.

[0064] With the trend of vehicle electrification and new energy transformation, vehicles have introduced independent electronic parking controllers and P gear locks of electronic transmission systems to meet the regulatory design requirements of vehicle electronic parking brake systems. On this basis, the vehicle cancels the P gear lock of the electronic transmission system and replaces it with an electronic parking control system with dual MCUs. A separate dual MCU controller can be used to achieve the redundancy design requirements (see Figure 2 ), or split the system into two controllers (see Figure 3 As can be seen, the related technology uses dual-chip parking control. If one chip fails seriously, preventing the other chip from receiving wheel speed signals from the faulty chip, parking errors can easily occur, leading to safety issues. As autonomous driving technology advances toward L3+ levels, the entire vehicle has higher requirements for the functional safety and redundancy of the brake-by-wire system.

[0065] In view of this, the embodiment of the present application provides an electronic hydraulic brake system 400, such as Figure 4 As shown, it 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 multi-way selection unit 402, and a parking execution unit 405; the auxiliary control subsystem includes an auxiliary control chip 404; including:

[0066] The wheel speed processing unit 401 is connected to the main control chip 403 and the auxiliary control chip 404 respectively through the multiplexer 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 multiplexer unit 402;

[0067] The main control chip 403 and the auxiliary control chip 404 are respectively connected to the parking execution unit 405 through the multiplexer 402 , and are used to control the parking execution unit 405 to control the vehicle operation state using the main control chip 403 or the auxiliary control chip 404 .

[0068] In this system, the main and auxiliary control chips, working through the multi-channel selection unit, connect to the wheel speed processing unit to process wheel speed signals and issue parking commands and other information to the parking execution unit, ensuring parking reliability. If the main control chip fails, the auxiliary control chip can promptly obtain wheel speed signals from the wheel speed processing unit, enabling rapid and accurate control of vehicle operation.

[0069] Based on the above Figure 4 In the system, the embodiment of the present application provides an electronic hydraulic brake system 500 with redundant power management, such as Figure 5 As shown, 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;

[0070] The main control power supply unit 506 is connected to the main control chip 503, the wheel speed processing unit 501, the multiplexer unit 502, and the parking execution unit 505, respectively, and is used to supply power to the main control chip 503, the wheel speed processing unit 501, the multiplexer unit 502, and the parking execution unit 505;

[0071] The auxiliary control power supply unit 507 is connected to the auxiliary control chip 504 , the wheel speed processing unit 501 , the multiplexer unit 502 , and the parking execution unit 505 , respectively, and is used to supply power to the auxiliary control chip 504 , the wheel speed processing unit 501 , the multiplexer unit 502 , and the parking execution unit 505 .

[0072] 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 power supply unit and the auxiliary power supply unit, and is used to charge the main power supply unit and the auxiliary power supply unit; the second vehicle power supply is respectively connected to the main power supply unit and the auxiliary power supply unit, and is used to charge the main power supply unit and the auxiliary power supply unit.

[0073] That is to say, the redundant power management method adopted by the above system satisfies the power supply architecture of two power systems of the whole vehicle. Figure 6 As shown, an electronic hydraulic brake system with redundant power management is provided for an embodiment of the present application, wherein the first vehicle power supply (1) is connected to KL30_1 (3) through a wiring harness for power supply, and the second vehicle power supply (2) is connected to KL30_2 (4) through a wiring harness for power supply. The redundant electronic hydraulic brake system includes two sets of power management modules, the main control power supply unit 506 is connected to KL30_1 (3) and KL30_2 (4) at the same time; the auxiliary control power supply unit 507 is also connected to KL30_1 (3) and KL30_2 (4) at the same time; this design can ensure that when any one of the vehicle power supply fails, there is still another power supply to meet the basic brake assist and the power supply of two electronic parking actuators (main parking actuator (32) and auxiliary parking actuator (33)).

[0074] Based on the above Figure 4 In the system, the embodiment of the present application provides an electronic hydraulic brake system 700 with redundant wheel speed signal processing method, such as Figure 7 As 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 multiplexer unit 702 includes a first multiplexer 7021;

[0075] 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;

[0076] The second wheel speed signal processing unit 7012 is connected to the main control chip 703 and the auxiliary control chip 704 respectively 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 to transmit the wheel speed signal to the main control chip 703 or the auxiliary control chip 704;

[0077] The main control power supply unit 706 is connected to the first wheel speed signal processing unit 7011 and the second wheel speed signal processing unit 7012 respectively, and is used to supply power to the first wheel speed signal processing unit 7011 and the second wheel speed signal processing unit 7012;

[0078] The auxiliary control power supply unit 707 is connected to the second wheel speed signal processing unit 7012 and is used to supply power to the second wheel speed signal processing unit 7012 .

[0079] In one embodiment, the main control power supply unit provides power to all main control-related logic chips and components, including the main control chip, main control memory, brushless motor driver chip and circuit, solenoid valve driver chip and circuit, main control CAN transceiver, first parking pre-driver unit, second parking pre-driver unit, multiplexer, wheel speed processing circuit, parking switch, etc. To ensure multi-channel independence of wheel speed sensor signals, the main control power supply unit provides power to two independent wheel speed sensor outputs, namely, the first wheel speed signal processing unit 7011 and the second wheel speed signal processing unit 7012. Simultaneously, the auxiliary control power supply unit provides power to all auxiliary control-related logic chips and components, including the auxiliary control chip, auxiliary control memory, first parking pre-driver unit, second parking pre-driver unit, multiplexer, wheel speed processing circuit, auxiliary control CAN transceiver, etc. To ensure wheel speed sensor redundancy, the auxiliary control power supply unit also provides power to the second wheel speed signal processing unit 7012.

[0080] The redundant wheel speed signal processing method used in the above system currently requires the highest functional safety level of the EHB for vehicle speed signals, ASIL D. The vehicle speed signal is derived through calculation and verification of four wheel speed signals. Therefore, the design of the wheel speed signal processing link requires consideration of safety level decomposition and the independence of the two groups of wheel speed signal acquisition channels. This application divides the four wheel speed signals into two groups, each with independent power supply (as described in the redundant power supply management), signal acquisition and calculation;

[0081] In one embodiment, Figure 8 As shown, an electronic hydraulic brake system with a multi-channel wheel speed sensor processing method is provided for an embodiment of the present application, wherein a group of two wheel speed sensor (6) signals of a first wheel speed signal processing unit (8) are processed and connected to a main control chip to complete the processing of the two wheel speed signals.

[0082] In one embodiment, the set of wheel speed sensor signals of the first wheel speed signal processing unit may be wheel speed signals of the front wheels of the vehicle.

[0083] In one embodiment, Figure 9 As shown, an electronic hydraulic brake system with a multi-channel wheel speed sensor processing method is provided for an embodiment of the present application, wherein the signals of a group of two wheel speed sensors (7) of the second wheel speed signal processing unit (9) pass through the processing circuit and the first multiplexer (16) and can be connected to the main control chip (18) for wheel speed signal analysis or the auxiliary control chip (19) for wheel speed signal analysis. In the default state, the main control chip (18) is connected for wheel speed analysis; when the main control side fails, the auxiliary control side controls the first multiplexer (16) to connect the signals of the other group of two wheel speed sensors (7) to the auxiliary control chip (19) for wheel speed analysis.

[0084] Based on the above Figure 4 In the system, an embodiment of the present application provides an electronic hydraulic brake system with a redundant parking execution management method, wherein the parking execution unit includes a first parking pre-drive unit, a first H-bridge circuit, a second parking pre-drive unit, and a second H-bridge circuit, and the multiplexer unit includes a second multiplexer;

[0085] The main control chip is connected to the first end of the first parking pre-driving unit and the first end of the second parking pre-driving unit respectively through the second multiplexer;

[0086] The auxiliary control chip is connected to the second end of the first parking pre-driving unit and the second end of the second parking pre-driving unit respectively through the second multiplexer;

[0087] The third terminal 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 parking actuator of the vehicle;

[0088] The third end of the second parking pre-drive 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; the main control chip or the auxiliary control chip is used to control the first parking actuator and the second parking actuator.

[0089] In one embodiment, Figure 10As shown, an electronic hydraulic brake system with a redundant parking actuator control link is provided for an embodiment of the present application, wherein the parking actuator control link of this solution adopts a solution in which the main control or auxiliary control can simultaneously control two parking actuators; by default, the main control establishes an electrical connection with the first parking pre-drive unit (27) and the first H-bridge circuit (29), the second parking pre-drive unit (28) and the second H-bridge circuit (30) through a multi-way selection unit (including a first multi-way selector (16) and a second multi-way selector (26)), and controls the two parking actuators at the same time; when the main control fails, the auxiliary control controls the second multi-way selector (26), establishes an electrical connection between the control signal of the auxiliary control and the two parking pre-drive chips, and controls the two parking actuators (main parking actuator (32) and auxiliary parking actuator (33)) at the same time.

[0090] Based on the above systems and their embodiments, an embodiment of the present application provides an electronic hydraulic brake system with a redundant parking actuator control link, wherein the main control subsystem includes a main control safety switch, and the auxiliary control subsystem includes an auxiliary control safety switch;

[0091] The main control safety switch is respectively connected to the main control power supply unit, the main control chip, the first parking pre-drive unit in the parking execution unit, and the first H-bridge circuit, and is used to control the main control safety switch to disconnect the main power supply unit from the first parking pre-drive unit and the first H-bridge circuit respectively through the main control chip in an emergency;

[0092] The auxiliary control safety switch is respectively connected to the auxiliary control power supply unit, the auxiliary control chip, the second parking pre-drive unit in the parking execution unit, and the second H-bridge circuit, and is used to control the auxiliary control safety switch to disconnect the auxiliary control power supply unit from the second parking pre-drive unit and the second H-bridge circuit respectively through the auxiliary control chip in an emergency;

[0093] 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 connection between the auxiliary control power supply unit and the second parking pre-drive unit and the second H-bridge circuit respectively through the main control chip in an emergency.

[0094] For electronic parking control functions, there is a risk of unexpected static clamping of the parking actuator during vehicle dynamics. To address this vehicle-wide hazard, the functional safety objective defines the highest functional safety level, ASIL D. Therefore, when designing a redundant parking control link architecture, it is necessary to monitor the status of the parking actuator and initiate an emergency shutdown if an unexpected clamping state is detected.

[0095] In one embodiment, Figure 11As shown, an embodiment of the present application provides an electronic hydraulic brake system with a redundant parking control link for safe shutdown, wherein the emergency shutdown of the parking actuator is achieved by shutting down the power supply to the parking actuator. The main control chip (18) can simultaneously control the power supply to the parking actuators of the main and auxiliary channels (channel: the first parking pre-drive unit (27) and the first H-bridge circuit (29), channel: the second parking pre-drive unit (28) and the second H-bridge circuit (30)); in the default state, the main control chip (18) connects 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 parking actuators (the main parking actuator (32) and the auxiliary parking actuator (33)) is controlled by the main control chip (18); that is, if it is monitored that the parking actuator performs a clamping operation under an unexpected working condition, the main control chip (18) will cut off the power supply to the two parking actuators (the main parking actuator (32) and the auxiliary parking actuator (33)).

[0096] In one embodiment, since the main control 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 lower-cost chips and devices can be selected.

[0097] When the main control chip fails, the auxiliary control chip can control the logic gate circuit (31), and when it is monitored that the parking actuator performs a clamping operation under an unexpected working condition, the power supply of the auxiliary parking actuator is cut off, and at the same time, the control signal 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)) is turned off.

[0098] Based on the above systems and their embodiments, the present application provides an electronic hydraulic brake system with an internal redundant communication link, and the electronic hydraulic brake system further includes an internal communication unit.

[0099] The internal communication unit is connected to the main control chip and the auxiliary control chip respectively, and is used for communication between the main control chip and the auxiliary control chip. This ensures that the main control chip and the auxiliary control chip can exchange relevant information such as relevant wheel speed signals, calculation data, fault conditions, etc. in a timely manner.

[0100] Based on the above-mentioned electronic hydraulic brake system with a communication link, an embodiment of the present application provides another electronic hydraulic brake system with an internal redundant communication link, wherein the internal communication unit includes a first primary and auxiliary communication unit, a second primary and auxiliary communication unit, and a backup communication unit;

[0101] The first end of the first master-auxiliary communication unit is connected to the main control chip, the second end of the first master-auxiliary communication unit is connected to the first end of the second master-auxiliary communication unit, and the second end of the second master-auxiliary communication unit is connected to the auxiliary control chip;

[0102] The backup communication unit is connected to the main control chip and the auxiliary control chip respectively. 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 with each other through the backup communication unit.

[0103] Based on the above systems and their embodiments, an embodiment of the present application provides an electronic hydraulic brake system with an external redundant communication line. The electronic hydraulic brake system further includes an external communication unit, which includes a first sub-communication unit and a second sub-communication unit.

[0104] The first sub-communication unit is connected to the vehicle communication unit and the main control chip respectively, and is used for communication between the vehicle communication unit and the main control chip;

[0105] 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, which 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.

[0106] In one embodiment, Figure 12 As shown, an electronic hydraulic brake system with redundant communication lines is provided for an embodiment of the present application, wherein the first sub-communication unit (11) on the main control side supports two-way vehicle communication (CAN1 and CAN2) bus connection, and the protocol format is 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 format is 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 the configurable connection (12)), and directly connected to any one of the two vehicle communication buses of the main control on the circuit board, thereby reducing the number of vehicle communication bus wiring harnesses.

[0107] The main control and the auxiliary control are connected via 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.

[0108] In this system, a dual-MCU electronic parking controller (EPB) is integrated into the electronic hydraulic brake control system (EHB). From a functional safety perspective, the independence of the redundant EPB system is ensured, encompassing power management, controller wakeup, wheel speed sensor signal processing, external and internal communications, and multi-channel parking actuator control. By adding the dual-MCU EPB controller to the EHB system, this solution becomes a redundant electronic hydraulic brake system.

[0109] The main control section of a redundant electronic hydraulic braking system supports electronic hydraulic braking functions, including basic brake assist, anti-lock braking system (ABS), vehicle stability control (ESC), traction control (TCS), and other vehicle dynamic control safety features; brake-by-wire comfort features such as hill start assist (HSA), automatic hold assist (AVH), and hill descent control (HDC); and intelligent driving features such as adaptive cruise control (ACC), automatic parking assist (APA), and lane keeping control (LDK). Therefore, the main control section still requires a main control power supply unit, wake-up circuit, main control chip, wheel speed sensor processing subsystem, brushless motor drive subsystem, solenoid valve drive subsystem, and support for at least two vehicle communication networks, such as CAN / CAN-FD. Furthermore, an electronic parking actuator drive subsystem is also added. The auxiliary control section of a redundant electronic parking system supports independent parking actuator control and includes an auxiliary control power supply unit, wake-up circuit, auxiliary control chip, wheel speed sensor processing subsystem, support for at least one vehicle communication network, and an electronic parking actuator drive subsystem.

[0110] In one embodiment, the present application provides a system state switching circuit working condition in the event of a master failure, such as Figure 13 As shown, the main control failure includes failure of the main control power supply unit (14) system, failure of the main control chip (18), etc., which causes the main control part to be unable to operate normally; at this time, the auxiliary control supplies power to a set of wheel speed signals - the second wheel speed signal processing unit (9), and controls the first multiplexer (16) in the wheel speed signal path, connecting the two wheel speed signals to the auxiliary control chip (19), completing the wheel speed signal acquisition; at the same time, the second multiplexer (26) in the parking actuator path is controlled to connect the parking actuator control link to the auxiliary control chip (19). Through the control of this auxiliary control system, the entire vehicle can still ensure that in the case of main control failure, the auxiliary control chip (19) can receive the two wheel speed sensor signals to determine the vehicle's motion state and control the two parking actuators.

[0111] During vehicle dynamics, the ABS brakes are applied to the two wheels controlled by the parking actuator to maximize the vehicle's braking performance.

[0112] When the vehicle is static, static clamping of the two wheels can be achieved to ensure parking on a 15% slope.

[0113] In one embodiment, Figure 13 As shown, the ignition signal can be sent to the main control power supply unit (14) and the auxiliary control power supply unit (15).

[0114] In one embodiment, Figure 13 As shown, the parking switch (10) can send the parking switch signal to the main control chip (18) through the parking switch signal processing module.

[0115] In one embodiment, Figure 13 As shown, the main control chip (18) and the auxiliary control chip (19) can also be connected to their respective main control memories (22) and auxiliary control memories (23), and the main control chip (18) can also be connected to a brushless motor drive chip and circuit (24), and a solenoid valve drive chip and circuit (25).

[0116] An embodiment of the present application provides a vehicle, which may include any of the above-mentioned electronic hydraulic braking systems and the electronic hydraulic braking systems in related embodiments.

[0117] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. An electronic hydraulic brake 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 multi-way selection unit, and a parking execution unit. The auxiliary control subsystem includes an auxiliary control chip. The multi-way selection unit includes a first multi-way selector and a second multi-way selector. It includes: The wheel speed processing unit is connected to the main control chip and the auxiliary control chip respectively through the first multiplexer, and is used to transmit the wheel speed signal to the main control chip or the auxiliary control chip through the first multiplexer; The main control chip and the auxiliary control chip are respectively connected to the parking execution unit through the second multiplexer, and are used to control the parking execution unit to control the vehicle operation state using the main control chip or the auxiliary control chip; 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 wheel speed signals processed by the first wheel speed signal processing unit and the second wheel speed signal processing unit respectively come from different wheel speed sensors; 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 connected to the main control chip and the auxiliary control chip respectively through the first multiplexer, and is used to transmit the wheel speed signal to the main control chip and the auxiliary control chip, or to transmit the wheel speed signal to the main control chip or the auxiliary control chip; The main control power supply unit is connected to the first wheel speed signal processing unit and the second wheel speed signal processing unit respectively, 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.

2. The electronic hydraulic brake system as claimed 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 main control power supply unit is respectively connected to the main control chip, the wheel speed processing unit, the multi-way selection unit, and the parking execution unit, and is used to supply power to the main control chip, the wheel speed processing unit, the multi-way selection 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 multi-way selection unit, and the parking execution unit, and is used to supply power to the auxiliary control chip, the wheel speed processing unit, the multi-way selection unit, and the parking execution unit.

3. The electronic hydraulic brake system as claimed in 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; The main control chip is connected to the first end of the first parking pre-driving unit and the first end of the second parking pre-driving unit respectively through the second multiplexer; The auxiliary control chip is connected to the second end of the first parking pre-driving unit and the second end of the second parking pre-driving unit respectively through the second multiplexer; The third terminal 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 parking actuator of the vehicle; The third end of the second parking pre-drive 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 that the first parking actuator and the second parking actuator are controlled by the main control chip or the auxiliary control chip.

4. The electronic hydraulic brake system according to any one of claims 1 to 3, 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 master safety switch is respectively connected to the master power supply unit, the master control chip, the first parking pre-drive unit in the parking execution unit, and the first H-bridge circuit, and is used to control the master safety switch through the master control chip to cut off the connection between the master power supply unit and the first parking pre-drive unit and the first H-bridge circuit 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-drive unit in the parking execution unit, and the second H-bridge circuit, and is used to control the auxiliary control safety switch through the auxiliary control chip to cut off the connection between the auxiliary control power supply unit and the second parking pre-drive unit and the second H-bridge circuit 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 through the main control chip to cut off the connection between the auxiliary control power supply unit and the second parking pre-drive unit and the second H-bridge circuit in an emergency.

5. The electronic hydraulic brake system according to any one of claims 1 to 3, characterized in that: The electronic hydraulic brake system also includes an internal communication unit, The internal communication unit is connected to the main control chip and the auxiliary control chip respectively, and is used for communication between the main control chip and the auxiliary control chip.

6. The system as claimed in claim 5, characterized in that The internal communication unit includes a first primary and secondary communication unit, a second primary and secondary communication unit, and a backup communication unit; The first end of the first master-auxiliary communication unit is connected to the main control chip, the second end of the first master-auxiliary communication unit is connected to the first end of the second master-auxiliary communication unit, and the second end of the second master-auxiliary communication unit is connected to the auxiliary control chip; The backup communication unit is connected to the main control chip and the auxiliary control chip respectively. 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 with each other through the backup communication unit.

7. The electronic hydraulic brake system according to any one of claims 1 to 3, characterized in that: The electronic hydraulic brake system further includes an external communication unit, which includes a first sub-communication unit and a second sub-communication unit. The first sub-communication unit is connected to the vehicle communication unit and the main control chip respectively, and is used for the vehicle communication unit to communicate with the main control chip; The first end of the second sub-communication unit is connected to the whole vehicle communication unit through a configurable connector, and the second end of the second sub-communication unit is connected to the auxiliary control chip, so that the whole vehicle communication unit communicates with the auxiliary control chip when the configurable connector is configured to be in a connected state.

8. The electronic hydraulic brake system according to any one of claims 1 to 3 and 6, characterized in that: Also includes: The first vehicle power supply is connected to the main control power supply unit and the auxiliary control power supply unit respectively, and is used to charge the main control power supply unit and the auxiliary control power supply unit; The second vehicle power supply is connected to the main control power supply unit and the auxiliary control power supply unit respectively, and is used to charge the main control power supply unit and the auxiliary control power supply unit.

9. A vehicle, characterized in that: include: An electronic hydraulic brake system as claimed in any one of claims 1 to 8.

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