EMB redundant braking structure, EMB braking system and EMB control method

Abstract

According to the EMB redundant braking structure, the EMB braking system and the EMB control method, only when an interlocking rotary knob is pressed or shifted to a set state, a movable part can rotate, and an integrated sensor rotating shaft can convert the rotating angle of the movable part into a voltage signal so as to control the clamping force of vehicle electronic calipers; according to the structure, the brake control handle independent of the brake pedal is additionally arranged, when hardware faults such as mechanical clamping stagnation and sensor collective failure happen to the brake pedal, an independent redundant brake path can be formed by operating the brake control handle, it is guaranteed that the brake function is continuous and effective, and meanwhile the handle is located in a vehicle door hand holding area, so that the brake function is more stable. By means of the structure, one-hand operation during low-speed car following is facilitated so as to reduce fatigue caused by frequent switching of an acceleration pedal and a brake pedal, a co-driver can intervene in control through the structure at the corresponding position, the safety assisting or speed limiting function under the scenes of new car test driving, green hand driving and the like is achieved, false triggering can be prevented through the arrangement of an interlocking rotary knob, and the use safety is improved.

Description

Technical Field

[0001] The present application relates to the field of EMB braking systems, and in particular to an EMB redundant braking structure, an EMB braking system and an EMB control method. Background Art

[0002] With the rapid development of automotive electronics and intelligent technology, electromechanical braking (EMB) systems, due to their fast response, high control precision, and high integration, have gradually become the core braking solution for new energy vehicles and intelligent connected vehicles. Currently, the industry has placed higher demands on EMB systems for safety redundancy, functional scalability, and driving comfort, especially in terms of braking reliability, operational convenience in complex scenarios, and auxiliary control capabilities.

[0003] In related technologies, existing EMB braking systems mostly rely on the wire-controlled brake pedal as the core braking signal source, converting the travel signal into a voltage signal through the Hall sensor and inductive sensor built into the pedal, and ensuring signal accuracy through multi-channel signal cross-checking.

[0004] However, the braking function is overly dependent on the brake pedal hardware and sensors. When hardware failures such as mechanical pedal jamming and collective sensor failure occur, there is a lack of independent redundant braking paths, and the braking function cannot be guaranteed to remain effective. In scenarios such as low-speed following, the acceleration and brake pedals need to be switched frequently, which can easily cause driver foot fatigue. The existing structure cannot provide a more convenient deceleration operation method. In scenarios such as new car test drives and novice driving, there is a lack of a braking control structure in which the co-driver can intervene, making it difficult to achieve safety assistance or speed limit functions. Summary of the Invention

[0005] The present application provides an EMB redundant braking structure, an EMB braking system and an EMB control method, which can solve the technical problems of the traditional EMB braking system relying on the brake pedal to collect signals, being unable to brake when the hardware fails, lacking co-pilot auxiliary control, and causing fatigue in low-speed operation.

[0006] In a first aspect, an embodiment of the present application provides an EMB redundant braking structure, comprising: A brake control handle, which is used to be arranged in the hand grip area of ​​the vehicle door; The brake control handle comprises: a fixing portion fixed to the vehicle door; a movable portion connected to the fixed portion via an integrated sensor shaft and rotatable about the integrated sensor shaft, wherein the integrated sensor shaft is used to convert the rotation angle of the movable portion into a voltage signal, and the voltage signal is used to control the clamping force of the vehicle's electronic caliper; An interlocking knob is arranged on the fixed part, and when the interlocking knob is pressed or rotated to a set state, the movable part can rotate around the integrated sensor rotating shaft.

[0007] In combination with the first aspect, in an embodiment, the brake control handle further comprises: A composite grip simulator is arranged between the fixed part and the movable part, and the composite grip simulator is used to realize the return of the movable part and the simulation of the grip feeling.

[0008] In combination with the first aspect, in an embodiment, the composite grip simulator comprises: A spring holder one is fixed to the fixed part; A spring holder two is fixed to the movable part; An elastic element is connected between the spring holder one and the spring holder two; A guide rail is fixed to the fixed part, and the spring holder two is partially nested in the guide rail and can slide along the guide rail.

[0009] In combination with the first aspect, in an embodiment, the elastic element comprises a main spring and a vice spring, which are connected between the spring holder one and the spring holder two, and when one of the springs fails, the other spring can drive the movable part to return.

[0010] In combination with the first aspect, in an embodiment, the composite grip simulator further comprises: A damping friction plate is arranged on the spring holder one, and when the spring holder two slides, the damping friction plate is in contact with the spring holder two to generate a friction force.

[0011] In combination with the first aspect, in an embodiment, the composite grip simulator further comprises: A stop pin is fixed to the spring holder one and faces one side of the spring holder one; A flexible element is arranged between the stop pin and the spring holder one.

[0012] Secondly, the application provides an EMB braking system, which comprises: A brake control handle is arranged in the hand holding area of a vehicle door; The brake control handle comprises: A fixed part is fixed to the vehicle door; A movable part is connected with the fixed part through an integrated sensor rotating shaft and can rotate around the integrated sensor rotating shaft, and the integrated sensor rotating shaft is used to convert the rotation angle of the movable part into a voltage signal, and the voltage signal is used to control the clamping force of the electronic caliper of the vehicle; An EMB central controller; four electronic calipers, which are used to be installed on the corresponding four wheels of the vehicle; The integrated sensor rotating shaft is connected with the EMB central controller and the four electronic calipers through a wire harness.

[0013] In combination with the second aspect, in an implementation manner, the EMB braking system further comprises: a control module configured to receive a main driver single-hand braking instruction or a co-driver single-hand braking instruction, and control the on or off state of the braking control handle at the corresponding position of the main driver and the co-driver according to the instruction.

[0014] In the third aspect, the embodiments of the present application provide an EMB control method based on the EMB control system as described in some embodiments above, which comprises the following steps: If the control module opens the braking control handle function of the main driver or the co-driver, and it is monitored that the interlocking knob is pressed or rotated to the set state and the rotating part rotates around the integrated sensor rotating shaft, the integrated sensor rotating shaft converts the rotation angle into a voltage signal and transmits it to the EMB central controller, and the EMB central controller controls the clamping force of the four electronic calipers according to the voltage signal to realize the deceleration or braking of the vehicle.

[0015] In combination with the third aspect, in an implementation manner, the EMB control method of the EMB control system further comprises: If the braking control handle function is not opened, and it is monitored that the interlocking knob is rotated continuously for multiple times, an emergency enable instruction is triggered, and the EMB central controller controls the electronic calipers to execute braking according to the emergency enable instruction and the rotation angle signal of the rotating part.

[0016] The technical scheme provided by the embodiments of the present application has the following beneficial effects: The braking control handle is arranged in the hand holding area of the door, the fixed part is fixed to the door, the rotating part is connected with the fixed part through the integrated sensor rotating shaft and can rotate around the rotating shaft, the interlocking knob is arranged on the fixed part, the rotating part can rotate only when the interlocking knob is pressed or rotated to the set state, and the integrated sensor rotating shaft can convert the rotation angle of the rotating part into a voltage signal to control the clamping force of the electronic calipers of the vehicle. Through the addition of the braking control handle independent of the brake pedal, when the brake pedal has mechanical jamming, sensor collective failure or other hardware failures, an independent redundant braking path can be formed by operating the braking control handle, so that the braking function can be continuously and effectively guaranteed. At the same time, the handle is located in the hand holding area of the door, which is convenient for single-hand operation at low speed when following a vehicle to reduce the fatigue caused by frequent switching of the accelerator and the brake pedal by the feet, and the co-driver can intervene in the control through the structure at the corresponding position to realize the safety assistance or speed limiting function in the scene of new car test driving and new driver driving. The setting of the interlocking knob can prevent accidental triggering and improve the safety in use. BRIEF DESCRIPTION OF DRAWINGS

[0017] 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 any creative work.

[0018] Figure 1 This is a schematic diagram of the structure in which the brake control handle is installed in the hand grip area of ​​the vehicle door in this application; Figure 2 This is a schematic diagram of the structure of the brake control handle in this application; Figure 3 This is a schematic diagram of the structure of the composite grip simulator installed on the fixed part and the movable part in this application; Figure 4 This is a connection diagram of the brake control handle, pedal, EMB central controller and electronic caliper in this application.

[0019] In the figure: 1. Car door; 2. Brake control handle; 21. Fixed part; 22. Movable part; 23. Integrated sensor shaft; 24. Interlocking knob; 25. Composite grip simulator; 251. Spring holder 1; 252. Spring holder 2; 253. Elastic element; 254. Guide rail; 255. Damping friction plate; 256. Stop pin; 257. Flexible element; 3. Electronic caliper; 4. EMB central controller; 5. Brake pedal. DETAILED DESCRIPTION

[0020] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0021] It's important to understand that with the rapid development of automotive electronics and intelligent technology, electromechanical braking (EMB) systems, due to their fast response, high control precision, and high integration, are becoming a core braking solution for new energy vehicles and intelligent connected vehicles. Currently, the industry is placing higher demands on EMB systems for safety redundancy, functional scalability, and driving comfort, with particular emphasis on braking reliability, ease of use in complex scenarios, and auxiliary control capabilities.

[0022] The existing EMB brake system mainly relies on the brake pedal 5 as the core brake signal source. The stroke signal is converted into a voltage signal by the Hall sensor and inductive sensor built in the pedal, and the signal accuracy is ensured by multi-channel signal cross-checking.

[0023] However, the brake function relies too much on the brake pedal 5 hardware and sensors. When the pedal is mechanically stuck or the sensors fail collectively, there is no independent redundant brake path to ensure continuous and effective brake function. In the low-speed following scenario, the accelerator and brake pedal 5 need to be frequently switched, which easily leads to driver foot fatigue. The existing structure cannot provide a more convenient deceleration operation mode. In the new car test drive and novice driving scenarios, there is a lack of brake control structure for the co-driver to intervene, making it difficult to realize safety assistance or speed limit function.

[0024] The EMB redundant brake structure, EMB brake system and EMB control method provided by the embodiments of the present application can solve the technical problems of the conventional EMB brake system relying on the brake pedal 5 to collect signals, being unable to brake when the hardware fails, and lacking co-driver assistance control and low-speed operation fatigue.

[0025] In a first aspect, as shown in Figure 1 and Figure 2 The EMB redundant brake structure provided by the embodiments of the present application comprises: a brake control handle 2 arranged in the hand holding area of the door 1; the brake control handle 2 comprises: a fixed part 21 fixed to the door 1; an active part 22 connected with the fixed part 21 through an integrated sensor shaft 23 and rotatable around the integrated sensor shaft 23, the integrated sensor shaft 23 being used to convert the rotation angle of the active part 22 into a voltage signal, and the voltage signal being used to control the clamping force of the electronic caliper 3 of the vehicle; and an interlocking knob 24 arranged in the fixed part 21, when the interlocking knob 24 is pressed or rotated to a set state, the active part 22 can rotate around the integrated sensor shaft 23.

[0026] In this embodiment, the brake control handle 2 is arranged in the hand holding area of the door 1, the fixed part 21 is fixed to the door 1, the movable part 22 is connected to the fixed part 21 through the integrated sensor rotating shaft 23 and can rotate around the rotating shaft, the interlocking knob 24 is arranged on the fixed part 21, and the movable part 22 can rotate only when the interlocking knob 24 is pressed or rotated to a set state, and the integrated sensor rotating shaft 23 can convert the rotation angle of the movable part 22 into a voltage signal to control the clamping force of the vehicle electronic caliper 3; the structure adds the brake control handle 2 independent of the brake pedal 5, when the brake pedal 5 has mechanical jamming, sensor collective failure and other hardware failures, an independent redundant brake path can be formed by operating the brake control handle 2, the brake function is continuously effective, at the same time, the handle is located in the hand holding area of the door 1, which is convenient for one-handed operation when following a car at low speed to reduce fatigue caused by frequent switching of the accelerator and brake pedal 5, and the co-driver can intervene control through the structure at the corresponding position to realize the safety auxiliary or speed limiting function in the scene of new car test drive and new driver driving, and the setting of the interlocking knob 24 can prevent accidental triggering and improve the safety of use.

[0027] In combination with the first aspect, in an embodiment, the integrated sensor rotating shaft 23 is internally integrated with a Hall sensor and an inductive sensor.

[0028] In this embodiment, the Hall sensor and the inductive sensor integrated in the integrated sensor rotating shaft 23 will synchronously sense the angle change with the rotation of the movable part 22: the Hall sensor converts the rotation angle into a corresponding voltage signal by detecting the change of the magnetic field, and the inductive sensor outputs another voltage signal by using the electromagnetic induction principle through the change of the inductance of the coil; the two sensor signals form cross verification to ensure the accuracy of angle conversion, when the rotation angle of the movable part 22 increases, the voltage signal value changes linearly or according to a preset curve, and the voltage signal is transmitted to the EMB central controller, and the controller adjusts the clamping force of the linear control brake caliper according to the size of the signal value, to realize the precise matching of the braking force and the rotation angle.

[0029] In combination with the first aspect, in an embodiment, as shown in Figure 2 The brake control handle 2 further comprises a composite grip simulator 25 which is built-in between the fixed part 21 and the movable part 22, and the composite grip simulator 25 is used to realize the return of the movable part 22 and the simulation of the holding feeling.

[0030] In this embodiment, the brake control handle 2 further comprises a composite grip force simulator 25 built between the fixed part 21 and the movable part 22, which is used to realize the reset of the movable part 22 and the simulation of the holding hand feeling; through the setting of the composite grip force simulator 25, the movable part 22 can be automatically reset to the initial state after being forced to rotate, and at the same time, the holding hand feeling conforming to the operation habit is simulated, so as to improve the comfort and stability of the user operation, and the functions of the brake control handle 2 are further improved through the synergistic effect of the fixed part 21, the movable part 22, the integrated sensor shaft 23 and the interlocking knob 24, so as to ensure that the operation experience is closer to the traditional braking mode in the process of realizing the redundant braking, convenient operation and auxiliary control of the co-driver through the handle, reduce the user adaptation cost, and ensure the reliability of the operation.

[0031] In combination with the first aspect, in an implementation manner, as shown in Figure 3 The composite grip force simulator 25 comprises: a spring holder one 251 fixed to the fixed part 21; a spring holder two 252 fixed to the movable part 22; an elastic element 253 connected between the spring holder one 251 and the spring holder two 252; and a guide rail 254 fixed to the fixed part 21, and the spring holder two 252 is partially nested in the guide rail 254 and can slide along the guide rail 254.

[0032] In this embodiment, the composite grip force simulator 25 comprises the spring holder one 251 fixed to the fixed part 21, the spring holder two 252 fixed to the movable part 22, the elastic element 253 connected between the spring holder one 251 and the spring holder two 252, and the guide rail 254 fixed to the fixed part 21 and partially nested with the spring holder two 252 and along which the spring holder two 252 slides; when the movable part 22 rotates around the integrated sensor shaft 23, the spring holder two 252 moves with the movable part 22 and slides along the guide rail 254, thereby stretching or compressing the elastic element 253, the elastic force of the elastic element 253 can drive the movable part 22 to reset, and at the same time, the holding hand feeling feedback is provided for the user through the change of the elastic force, the guide rail 254 plays a guiding role in the movement of the spring holder two 252, so as to ensure the stable transmission of the rotary movement of the movable part 22, and in combination with the anti-misoperation function of the interlocking knob 24 and the signal conversion function of the integrated sensor shaft 23, the operation is more stable and the hand feeling is more in line with the user habit in the process of realizing the redundant braking, convenient operation and auxiliary control of the co-driver, so as to further improve the reliability and practicality of the overall structure.

[0033] In combination with the first aspect, in an implementation manner, as shown in Figure 3 The elastic element 253 comprises main and auxiliary springs connected between the spring holder one 251 and the spring holder two 252, which are used to drive the movable part 22 to reset when one of the springs fails.

[0034] In this embodiment, the elastic element 253 includes a main spring and a backup spring connected between the spring holder 1 251 and the spring holder 2 252, which is used to drive the movable part 22 to reset when one of the springs fails; through the redundant setting of the main spring and the backup spring, the reset function of the movable part 22 can still be guaranteed in the case of single spring failure, which improves the reliability of the composite grip force simulator 25, and further ensures that the brake control handle 2 can still work stably in the case of long-term use or sudden failure. The structure of the spring holder 1 251, the spring holder 2 252 and the guide rail 254 makes the return process of the movable part 22 more stable, and the grip feeling simulation is more reliable, which provides strong support for the functions of redundant braking, convenient operation and auxiliary control of the brake control handle 2.

[0035] In combination with the first aspect, in an implementation manner, as shown in Figure 3 The composite grip force simulator 25 further includes a damping friction plate 255 arranged on the spring holder 1 251, which is in contact with the damping friction plate 255 to generate a friction force when the spring holder 2 252 slides.

[0036] In this embodiment, the composite grip force simulator 25 further includes a damping friction plate 255 arranged on the spring holder 1 251, which is in contact with the damping friction plate 255 to generate a friction force when the spring holder 2 252 slides. The friction force constitutes a hysteresis force when the movable part 22 rotates, which provides a damping feeling similar to the traditional braking operation for the user. In combination with the elastic force change of the main spring and the backup spring, the grip feeling is more in line with the driving habit. At the same time, the contact between the damping friction plate 255 and the spring holder 2 252 can buffer the movement speed of the movable part 22, avoid signal mutation caused by over-operations, improve the stability of the brake control, and further ensure the reliability and operation experience of the brake control handle 2 in the scenes of redundant braking, convenient operation and auxiliary control of the co-driver.

[0037] In combination with the first aspect, in an implementation manner, as shown in Figure 3 The composite grip force simulator 25 further includes a stop pin 256 fixed to one side of the spring holder 1 251 facing the spring holder 1 251, and a flexible element 257 arranged between the stop pin 256 and the spring holder 1 251.

[0038] In this embodiment, the composite grip simulator 25 further comprises a stop pin 256 fixed to one side of the spring holder 1 251 facing the spring holder 2 252, and a flexible element 257 arranged between the stop pin 256 and the spring holder 1 251; when the movable part 22 moves close to the full stroke, the spring holder 2 252 slides along the guide rail 254 and contacts the stop pin 256, and further movement compresses the flexible element 257, increasing the force value rise rate, thereby providing the user with tactile feedback at the end of the stroke, avoiding over operation, while the flexible element 257 can buffer the impact force between the spring holder 2 252 and the stop pin 256, prolonging the service life of the components, and cooperating with the damping friction plate 255, the main and auxiliary springs and other structures, further optimizing the feel simulation effect of the composite grip simulator 25, ensuring the operation stability and reliability of the brake control handle 2.

[0039] In a second aspect, as shown in Figure 1 、 Figure 2 、 Figure 3 and Figure 4 , the present application provides an EMB braking system, which comprises: a brake control handle 2 arranged in the hand holding area of a vehicle door 1; the brake control handle 2 comprises: a fixed part 21 fixed to the vehicle door 1; a movable part 22 connected with the fixed part 21 through an integrated sensor shaft 23 and rotatable around the integrated sensor shaft 23, the integrated sensor shaft 23 being used to convert the rotation angle of the movable part 22 into a voltage signal, and the voltage signal being used to control the clamping force of an electronic caliper 3; an EMB central controller 4; and four electronic calipers 3 arranged on the corresponding four wheels of the vehicle; the integrated sensor shaft 23 is connected with the EMB central controller 4 and the four electronic calipers 3 through a wire harness.

[0040] In this embodiment, the EMB braking system comprises the brake control handle 2 arranged in the hand holding area of the vehicle door 1, the EMB central controller 4, and the four electronic calipers 3 arranged on the corresponding four wheels of the vehicle, wherein the fixed part 21 of the brake control handle 2 is fixed to the vehicle door 1, the movable part 22 is connected with the fixed part 21 through the integrated sensor shaft 23 and rotatable around the shaft, the integrated sensor shaft 23 can convert the rotation angle of the movable part 22 into a voltage signal to control the clamping force of the electronic caliper 3, and the integrated sensor shaft 23 is connected with the EMB central controller 4 and the four electronic calipers 3 through a wire harness; the system forms a redundant braking path independent of the brake pedal 5 through the connection of the brake control handle 2, the EMB central controller 4 and the electronic caliper 3, so that when the brake pedal 5 fails, the brake can be realized by operating the brake control handle 2, improving the braking safety redundancy, and at the same time, the integrated sensor shaft 23 is directly connected with the electronic caliper 3, which can ensure the transmission of the braking signal when the EMB central controller 4 is abnormal, and can meet the needs of low-speed following, auxiliary control of the front passenger and other scenes in cooperation with the convenient operation characteristics of the brake control handle 2.

[0041] In combination with the second aspect, in an embodiment, the EMB braking system further comprises a control module configured to receive a main driver one-hand braking instruction or a co-driver one-hand braking instruction, and control the on or off state of the brake control handle 2 corresponding to the main driver and the co-driver position according to the instruction.

[0042] In this embodiment, the EMB braking system further comprises a control module configured to receive a main driver one-hand braking instruction or a co-driver one-hand braking instruction, and control the on or off state of the brake control handle 2 corresponding to the main driver and the co-driver position according to the instruction; through the control of the on state of the brake control handle 2 by the control module, the independent management of the main driver and the co-driver braking function can be realized, the flexible allocation of the braking control authority in different scenarios is met, for example, the co-driver braking control handle 2 can be enabled to provide safety assistance when a novice drives, and the co-driver function can be turned off to avoid misoperation when driving normally, and the connection structure of the brake control handle 2, the EMB central controller 4 and the electronic caliper 3 further improves the safety and operation flexibility of the system.

[0043] In summary, the EMB braking system in this application is described in detail as follows: Firstly, the "main driver one-hand braking module on" and "co-driver one-hand braking module on" options are added in the vehicle setting item on the vehicle main control screen, and when the driver turns on this function, the brake handle located at the door can be used to control the whole vehicle braking force; Secondly, the brake control handle 2 and the electronic caliper 3 are directly connected through the wire harness, when the movable part 22 is in the initial position, the output signal is 0, when the driver applies a gripping force to the brake control handle 2, the movable part 22 rotates, and as the rotation amount changes, the clamping force of the wheel end caliper changes accordingly, the relationship curve between the rotation angle and the clamping force of each caliper is calibrated by the host manufacturer, and the relationship curve between the force value and the rotation angle can be adjusted by the driver within a certain range.

[0044] Scenario one: brake pedal 5 failure state The brake pedal 5 failure is divided into hardware failure, power supply failure and sensor failure, in the existing technical solution, the power supply and the sensor are both double redundant verification, and the safety factor is relatively high, but as a mechanical structure, the possibility of hardware failure still needs to be considered, for example, foreign matter is stuck in the space of the brake pedal 5, and the brake pedal 5 itself also has the risk of sticking; especially the pedal feel simulator is integrated in the brake-by-wire pedal 5, which cannot rule out the risk of internal sticking; When the power supply and the sensor fail, the EMB central controller can judge that the brake pedal 5 has a problem through the signal change, and can execute the corresponding alternative scheme according to different failure modes, but the EMB central controller cannot recognize the hardware sticking of the brake pedal 5; In this case, if the driver starts the brake handle function, the driver can control the vehicle to decelerate by holding the brake control handle 2 with one hand, and turning the interlocking knob 24 while applying a gripping force to the movable part 22; if the driver does not open the brake handle function, the driver can control the vehicle to decelerate by turning the interlocking knob 24 three times in succession to urgently enable the brake handle function.

[0045] Scenario two: low-speed following control When driving on urban roads during morning and evening peak hours, the driver may encounter traffic jams and need to frequently switch between the brake and accelerator pedals. In this case, the driver can control the vehicle to brake by using the brake control handle 2, and only needs to control the accelerator pedal with the feet.

[0046] Scenario three: novice driving mode When a novice drives a vehicle, the driver's brake handle function can be started. Most accidents can be avoided by reducing the vehicle speed. An experienced driver sitting in the passenger seat can control the vehicle speed to avoid accidents. This function can be applied to vehicles used for driving tests, which can greatly reduce the probability of accidents during driving tests. Scenario four: test drive mode Nowadays, there are many brands of vehicles that can be selected. Most people will test drive a vehicle before purchasing it. Some test drivers lack driving experience, and even a small number of test drivers intentionally damage the vehicle for special purposes. In this case, it is necessary for the accompanying test driver to have the ability to control the vehicle speed. The test vehicle can be locked by a special instruction to start the "passenger brake handle". During the test drive, the accompanying test driver can control the vehicle speed to avoid some accidents.

[0047] The technical advantages of the EMB braking system mainly include the following scenarios: increasing the braking safety redundancy, still having the braking control ability in the case of failure of the brake pedal 5; controlling the braking force by using the brake control handle 2 during low-speed following, reducing the fatigue of frequent switching of the feet, and increasing the driving pleasure; the passenger can intervene to control the vehicle speed when the driver loses the ability to judge or makes a mistake in judgment, thereby reducing the risk of accidents; the accompanying test driver can actively limit the vehicle speed during the test drive of the test vehicle to prevent the test driver from making dangerous behaviors.

[0048] In a third aspect, an EMB control method of the EMB control system as mentioned in some embodiments is provided, and the method includes the following steps: S100: If the control module starts the brake control handle 2 function of the driver or the passenger, and it is monitored that the interlocking knob 24 is pressed or turned to a set state and the movable part 22 rotates around the integrated sensor shaft 23, the integrated sensor shaft 23 converts the rotation angle into a voltage signal and transmits the voltage signal to the EMB central controller 4. The EMB central controller 4 controls the clamping force of the four electronic calipers 3 according to the voltage signal, so as to realize the deceleration or braking of the vehicle.

[0049] In the embodiment, when the control module opens the function of the brake control handle 2 of the main driver or the assistant driver, and it is monitored that the interlocking knob 24 is pressed or rotated to the set state and the rotating part 22 rotates around the integrated sensor rotating shaft 23, the integrated sensor rotating shaft 23 converts the rotating angle into a voltage signal and transmits it to the EMB central controller 4, and the EMB central controller 4 controls the clamping force of the four electronic calipers 3 according to the voltage signal to realize the deceleration or braking of the vehicle; the method realizes the conversion and transmission of the braking signal through the integrated sensor rotating shaft 23, prevents misoperation through the state detection of the interlocking knob 24, and realizes the functions of redundant braking and convenient operation by cooperating with the control of the EMB central controller 4 on the electronic calipers 3, which is compatible with the structural design of the EMB braking system.

[0050] In combination with the third aspect, in an implementation mode, the EMB control method of the EMB control system further includes: S200: if the function of the brake control handle 2 is not opened, and it is monitored that the interlocking knob 24 is continuously rotated for multiple times, an emergency activation instruction is triggered, and the EMB central controller 4 controls the electronic calipers 3 to execute braking according to the emergency activation instruction and the rotating angle signal of the rotating part 22.

[0051] In the embodiment, if the function of the brake control handle 2 is not opened, and it is monitored that the interlocking knob 24 is continuously rotated for multiple times, an emergency activation instruction is triggered, and the EMB central controller 4 controls the electronic calipers 3 to execute braking according to the emergency activation instruction and the rotating angle signal of the rotating part 22; this step provides an operation path for the emergency activation of the brake control handle 2, and in the case of unexpected failure without pre-opening the function, the braking function can be quickly activated through the operation of continuously rotating the interlocking knob 24, so that the vehicle can still realize deceleration or braking through the brake control handle 2 in an emergency, and the safety redundancy of the braking system is further improved, and a complete braking control logic is formed in cooperation with the daily braking control steps.

[0052] In combination with the third aspect, in an implementation mode, S100 and S200 do not have a step relationship.

[0053] In this embodiment, S100 (normal braking control step) and S200 (emergency braking step) are not in a step relationship, and correspond to different trigger conditions and application scenarios: S100 is suitable for normal situations where the function of the brake control handle 2 has been turned on, and braking is achieved through the cooperative detection of the interlocking knob 24 state and the rotating state of the movable part 22; S200 is suitable for emergency situations where the function has not been turned on, and emergency braking is triggered by continuously pressing the interlocking knob 24. The two steps are independent of each other and cover normal and emergency scenarios, respectively, to form a complete braking control logic, ensuring that effective braking can be achieved through the brake control handle 2 under different working conditions.

[0054] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise specified and limited, the terms "mounting", "connecting", "connecting" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, and it can be the internal communication of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0055] It should be noted that in the present application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without more limitations, the element defined by the statement "including a" does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0056] The foregoing detailed description of the application has been presented for purposes of illustration and description. Various modifications and changes can be made to these embodiments without departing from the spirit and scope of the application. It is intended that the scope of the application should not be limited by the particular representative embodiments described above.

Claims

1. An EMB redundant braking structure, characterized in that: It includes: A brake control handle (2) is arranged in a hand gripping area of ​​the vehicle door (1); The brake control handle (2) comprises: A fixing portion (21) fixed to the vehicle door (1); A movable portion (22) is connected to the fixed portion (21) via an integrated sensor shaft (23) and is rotatable about the integrated sensor shaft (23). The integrated sensor shaft (23) is used to convert the rotation angle of the movable portion (22) into a voltage signal, and the voltage signal is used to control the clamping force of the electronic caliper (3) of the vehicle; An interlocking knob (24) is provided on the fixed portion (21). When the interlocking knob (24) is pressed or turned to a set state, the movable portion (22) can rotate around the integrated sensor shaft (23).

2. The EMB redundant braking structure according to claim 1, characterized in that: The brake control handle (2) further comprises: A composite grip force simulator (25) is built between the fixed portion (21) and the movable portion (22), and the composite grip force simulator (25) is used to achieve the return of the movable portion (22) and simulate the gripping feel.

3. The EMB redundant braking structure according to claim 2, characterized in that: The composite grip simulator (25) comprises: A spring holder (251) fixed to the fixing portion (21); A second spring holder (252) fixed to the movable portion (22); An elastic element (253) connected between the first spring clamp (251) and the second spring clamp (252); The guide rail (254) is fixed to the fixing portion (21), and the second spring holder (252) is partially nested in the guide rail (254) and can slide along the guide rail (254).

4. The EMB redundant braking structure according to claim 3, characterized in that: The elastic element (253) includes a main spring and a secondary spring, and the main spring and the secondary spring are connected between the first spring clamp (251) and the second spring clamp (252). When one of the springs fails, the other spring can drive the movable part (22) to reset.

5. The EMB redundant braking structure according to claim 3, characterized in that: The composite grip simulator (25) further comprises: The damping friction plate (255) is arranged on the spring clamp seat 1 (251), and the spring clamp seat 2 (252) contacts the damping friction plate (255) when sliding to generate friction force.

6. The EMB redundant braking structure according to claim 3, characterized in that: The composite grip simulator (25) further comprises: A stop pin (256) is fixed to a side of the spring clamping seat 1 (251) facing the spring clamping seat 1 (251); A flexible element (257) is provided between the stop pin (256) and the spring seat (251).

7. An EMB braking system, characterized in that: It includes: A brake control handle (2) is arranged in a hand gripping area of ​​the vehicle door (1); The brake control handle (2) comprises: A fixing portion (21) fixed to the vehicle door (1); A movable portion (22) is connected to the fixed portion (21) via an integrated sensor shaft (23) and is rotatable about the integrated sensor shaft (23). The integrated sensor shaft (23) is used to convert the rotation angle of the movable portion (22) into a voltage signal, and the voltage signal is used to control the clamping force of the vehicle electronic caliper (3); EMB central controller (4); Four electronic calipers (3) for installation on the corresponding four wheels of the vehicle; The integrated sensor shaft (23) is connected to the EMB central controller (4) and the four electronic calipers (3) via a wiring harness.

8. The EMB braking system according to claim 7, wherein: The EMB braking system further includes: A control module is configured to receive a driver's single-hand braking instruction or a passenger's single-hand braking instruction, and to control the activation or deactivation state of the brake control handle (2) at the driver's and passenger's positions according to the instruction.

9. An EMB control method based on the EMB control system according to any one of claims 7 to 8, characterized in that: It includes the following steps: If the control module turns on the brake control handle (2) function of the driver or co-driver, and detects that the interlock knob (24) is pressed or turned to the set state and the movable part (22) rotates around the integrated sensor shaft (23), the integrated sensor shaft (23) converts the rotation angle into a voltage signal and transmits it to the EMB central controller (4). The EMB central controller (4) controls the clamping force of the four electronic calipers (3) according to the voltage signal to achieve vehicle deceleration or braking.

10. The EMB control method according to claim 9, wherein: The EMB control method of the EMB control system further includes: If the brake control handle (2) function is not turned on and the interlock knob (24) is turned multiple times continuously, the emergency start command is triggered, and the EMB central controller (4) controls the electronic caliper (3) to perform braking according to the emergency start command and the rotation angle signal of the movable part (22).

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