Brake system, brake control method, vehicle, and storage medium

Abstract

The embodiment of the invention provides a braking system, a braking control method, a vehicle and a storage medium, and the system comprises a braking pedal which is used for outputting a braking signal under the condition that the braking pedal is in a braking state; the control module is connected with the brake pedal and is used for generating brake force corresponding to the tires based on the brake signal; the plurality of wheel edge controllers are respectively deployed beside the plurality of tires and comprise at least one first wheel edge controller and at least one second wheel edge controller, the first wheel edge controller and the second wheel edge controller are in communication connection with the control module, and a sampling port of the first wheel edge controller is electrically connected with the brake pedal; and the same power supply is connected with the control module and at least one first wheel edge controller, and different power supplies are connected with different second wheel edge controllers. The technical problem that in the related technology, the safety of a braking system is low is solved.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a braking system, a braking control method, a vehicle, and a storage medium. Background Technology

[0002] Traditional vehicle braking systems mostly employ hydraulic or pneumatic braking methods, which suffer from problems such as complex structure, slow response speed, and high maintenance costs. With the development of electric vehicles and intelligent driving technologies, Electronic Mechanical Braking Systems (EMB) have gradually become a research hotspot due to their advantages such as fast response speed, simple structure, and ease of integration. However, EMB systems often use a single power supply mode; if the main power supply fails, the entire braking system may lose functionality, posing a serious threat to driving safety. Furthermore, the signal transmission path design of EMB systems struggles to accommodate various actual transmission conditions, leading to poor braking performance in some situations, especially during emergency braking or high-speed driving, increasing the uncertainty of braking efficiency and consequently resulting in lower safety levels in related braking systems.

[0003] There is currently no good solution to the above problems. Summary of the Invention

[0004] This application provides a braking system, a braking control method, a vehicle, and a storage medium to at least address the technical problem of low safety in braking systems in related technologies.

[0005] According to one aspect of the embodiments of this application, a braking system is provided, comprising: a brake pedal for outputting a braking signal when in a braking state; a control module connected to the brake pedal for generating braking forces corresponding to multiple tires based on the braking signal; multiple wheel-side controllers deployed next to the multiple tires, including: at least one first wheel-side controller and at least one second wheel-side controller, the first and second wheel-side controllers being communicatively connected to the control module, the sampling port of the first wheel-side controller being electrically connected to the brake pedal, wherein the first wheel-side controller is used to control the corresponding tire to brake based on the braking signal or the braking force output by the control module, and the second wheel-side controller is used to control the corresponding tire to brake based on the braking force output by the control module; and multiple power supplies, with one power supply connected to the control module and at least one first wheel-side controller, and different power supplies connected to different second wheel-side controllers.

[0006] Furthermore, the system also includes: multiple monitoring units, each deployed next to multiple tires and connected to multiple wheel-side controllers, for monitoring the wheel speeds of the multiple tires; a communication bus connected to the control module for transmitting vehicle status information to the control module; wherein the control module is used to generate braking forces corresponding to each of the multiple tires based on the wheel speeds, status information, and braking signals of the multiple tires; preferably, the control module includes: a master controller and a slave controller, which are communicatively connected; wherein the master controller is used to generate braking forces corresponding to each of the multiple tires based on the wheel speeds, status information, and braking signals output by the brake pedal or the slave controller; the slave controller is used to generate braking forces corresponding to each of the multiple tires based on the wheel speeds, status information, and braking signals of the multiple tires in the event of a malfunction of the master controller; preferably, the wheel-side controller includes: a motor drive module, used to control the operating status of the wheel-side motor based on the braking signals or the braking forces output by the control module, and to feed back the status information of the wheel-side motor to the control module.

[0007] Furthermore, the system also includes: multiple diodes, the anodes of which are respectively connected to multiple power supplies, the cathodes of the same diodes being connected to the control module and at least one first wheel-side controller, and the cathodes of different diodes being connected to different second wheel-side controllers; and multiple voltage detection circuits, which are respectively connected to multiple power supplies to detect the voltage status of the multiple power supplies.

[0008] According to another aspect of the embodiments of this application, a braking control method is also provided, comprising: responding to receiving a braking signal output by a brake pedal, generating braking forces corresponding to a plurality of tires based on the braking signal; controlling at least one first tire to brake based on the braking force or braking signal corresponding to at least one first tire among the plurality of tires, wherein a corresponding first wheel-side controller is deployed next to each of the at least one first tire; and controlling at least one second tire to brake based on the braking force corresponding to at least one second tire among the plurality of tires, wherein a corresponding second wheel-side controller is deployed next to each of the at least one second tire.

[0009] Further, based on the braking signal, generating braking forces corresponding to multiple tires respectively includes: acquiring the wheel speeds of multiple tires and the vehicle's state information; generating braking forces corresponding to multiple tires respectively based on the wheel speeds, state information, and braking signals of multiple tires; preferably, generating braking forces corresponding to multiple tires respectively based on the wheel speeds, state information, and braking signals of multiple tires includes: in response to the main controller being normal, generating braking forces corresponding to multiple tires respectively through the main controller based on the wheel speeds, state information, and braking signals of multiple tires; in response to the main controller being abnormal, generating braking forces corresponding to multiple tires respectively through the slave controller based on the wheel speeds, state information, and braking signals of multiple tires; preferably, the method further includes: controlling the operating state of the wheel-side motors based on the braking signal or the braking forces output by the control module; and feeding back the state information of the wheel-side motors to the control module through the slave controller.

[0010] Further, based on the braking force or braking signal corresponding to at least one first tire among multiple tires, controlling at least one first tire to brake separately includes: in response to the first wheel-side controller detecting a normal braking signal, controlling at least one first tire to brake separately based on the braking signal; in response to the first wheel-side controller detecting an abnormal braking signal, controlling at least one first tire to brake separately based on the braking force corresponding to at least one first tire; preferably, generating braking forces corresponding to multiple tires based on the braking signal includes: in response to the main controller detecting an abnormal braking signal and the slave controller detecting a normal braking signal, generating braking forces corresponding to multiple tires based on the braking signal received from the slave controller; in response to the main controller and slave controller detecting an abnormal braking signal, generating braking forces corresponding to multiple tires based on the vehicle speed.

[0011] Furthermore, the method further includes: in response to detecting a hardware failure of the first wheel-side controller, limiting the vehicle speed and regenerating the braking force corresponding to at least one second tire based on the braking signal; in response to detecting a hardware failure of the second wheel-side controller, sending a prompt message to the first wheel-side controller through the main controller to increase the braking force corresponding to at least one first tire and activate the electronic parking brake system; preferably, the method further includes: in response to detecting a communication failure of the first wheel-side controller, regenerating the braking force corresponding to at least one first tire based on the speed difference corresponding to at least one first tire; in response to detecting a communication failure of the second wheel-side controller, regenerating the braking force corresponding to at least one second tire based on the braking signal forwarded from the controller.

[0012] Furthermore, the method also includes: when the voltage state of the first power source among the multiple power sources meets a preset condition, controlling the first power source to supply power to the multiple wheel-side controllers and control modules; when the voltage state of the first power source does not meet the preset condition, controlling the second power source among the multiple power sources to supply power to the multiple wheel-side controllers and control modules; wherein the battery capacity of the first power source is greater than the battery capacity of the second power source.

[0013] According to another aspect of the embodiments of this application, a braking control device is also provided, comprising: a generation module, configured to generate braking forces corresponding to multiple tires respectively based on a braking signal output from a brake pedal in response to receiving such a braking signal; a first control module, configured to control at least one first tire to brake based on the braking force or braking signal corresponding to at least one first tire among the multiple tires, wherein a corresponding first wheel-side controller is deployed next to each of the at least one first tire; and a second control module, configured to control at least one second tire to brake based on the braking force corresponding to at least one second tire among the multiple tires, wherein a corresponding second wheel-side controller is deployed next to each of the at least one second tire.

[0014] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0019] In this embodiment, the braking system includes a brake pedal, a control module, multiple wheel-side controllers, and multiple power sources. The brake pedal outputs a braking signal when braking is in effect. The control module, connected to the brake pedal, generates braking forces for each tire based on the braking signal. The multiple wheel-side controllers include at least one first wheel-side controller and at least one second wheel-side controller. The first and second wheel-side controllers are communicatively connected to the control module, and the sampling port of the first wheel-side controller is electrically connected to the brake pedal. Among the multiple power sources, one power source is connected to the control module and at least one first wheel-side controller, while different power sources are connected to different second wheel-side controllers. In this braking system, the brake pedal acts as a bridge between the driver and the braking system. When the brake pedal detects the driver's braking action, it immediately outputs a braking signal, becoming the trigger point for the entire braking process. The control module, closely connected to the brake pedal, can analyze the braking signal and generate braking forces for each tire accordingly. At least one first wheel-side controller not only communicates with the control module but also establishes a direct electrical connection with the brake pedal. This design allows for reliable and rapid acquisition of braking input from the source, thereby ensuring the priority and timeliness of the front wheel braking response. Meanwhile, at least one second wheel-side controller controls the braking action of the rear wheels according to the instructions of the control module, forming an orderly hierarchy of front and rear wheel braking control. Simultaneously, the braking system employs a redundant configuration of multiple power supplies. At least one power supply simultaneously powers both the control module and the first wheel-side controller to ensure the stability of the front wheel braking system. The second wheel-side controllers are powered independently by different power supplies. This layout reduces the possibility of power failures propagating to the entire system, while also lowering system costs and simplifying the power network design. In summary, this application employs a design with dual power supplies directly connected to the first and second wheel-side controllers. By increasing power redundancy and improving signal transmission paths, it achieves the goal of improving system fault tolerance and response speed, thereby ensuring the normal operation of the braking system even in the event of partial power failure, and thus solving the technical problem of low braking system safety in related technologies. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0021] Figure 1 This is a schematic diagram of a braking system according to an embodiment of this application;

[0022] Figure 2 This is a system structure diagram of a braking system according to an embodiment of this application;

[0023] Figure 3 This is a flowchart of a braking control method according to an embodiment of this application;

[0024] Figure 4 This is a schematic diagram of a braking control device according to an embodiment of this application. Detailed Implementation

[0025] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] This embodiment provides a braking system. Figure 1 This is a schematic diagram of a braking system according to an embodiment of this application, the system comprising:

[0028] Brake pedal 12 is used to output a braking signal when the brake is applied.

[0029] The control module 14, connected to the brake pedal 12, is used to generate braking forces corresponding to multiple tires based on the braking signal.

[0030] Multiple wheel-side controllers are deployed next to multiple tires, including at least one first wheel-side controller 16 and at least one second wheel-side controller 18. The first and second wheel-side controllers are communicatively connected to a control module. The sampling port of the first wheel-side controller is electrically connected to the brake pedal. The first wheel-side controller is used to control the corresponding tire to brake based on the braking signal or the braking force output by the control module. The second wheel-side controller is used to control the corresponding tire to brake based on the braking force output by the control module.

[0031] Multiple power supplies 20, with the same power supply connected to the control module and at least one first wheel-side controller, and different power supplies connected to different second wheel-side controllers.

[0032] The aforementioned brake pedal refers to the component operated by the driver using foot force to activate the braking system. It is typically located on the floor in front of the driver in the cab. The type of brake pedal can include, but is not limited to, traditional pedals and modern electronic pedals; the specific type depends on the vehicle type. When the driver presses the brake pedal, it triggers the system to enter braking mode and outputs a braking signal to the control module.

[0033] The aforementioned braking state refers to the process in which the vehicle's braking system is activated, and the vehicle begins to decelerate or stop. This state is triggered by the operation of the brake pedal. The identification of the braking state is the starting point for the entire braking system's operation, and all subsequent braking force distribution and control are based on the determination of the braking state.

[0034] The aforementioned braking signal can refer to the electrical signal generated by sensors inside the brake pedal when the brake pedal is operated, reflecting the driver's intention and intensity of braking. The type of braking signal can include, but is not limited to, analog signals such as voltage or current changes, or digital signals such as pulse width modulation (PWM) signals. The braking signal serves as a key input for the control module to analyze the driver's braking intention and generate appropriate braking force commands.

[0035] The aforementioned control module can refer to the core of the braking system. The control module may include one controller or multiple controllers, with multiple controllers acting as backups for each other, such as a master controller and slave controllers. Based on braking signals and vehicle status information, the control module can calculate the most suitable braking force distribution scheme for the current situation and send the commands to the wheel-side controllers via a communication interface.

[0036] The aforementioned braking force can refer to the frictional force generated by the braking system on the contact surface between the tire and the road, which is used to slow down or stop the vehicle from moving. Braking force can be used to ensure that the vehicle can safely and stably decelerate or stop when the driver brakes.

[0037] The aforementioned wheel-side controller can refer to an electronic control unit located next to each tire of the vehicle. The types of wheel-side controllers may include, but are not limited to, a first wheel-side controller and a second wheel-side controller. The wheel-side controller can be used to receive commands from the control module and perform actual braking operations.

[0038] The aforementioned first wheel-side controller can refer to one first wheel-side controller, namely the left front wheel-side controller, or two first wheel-side controllers, namely the left front wheel-side controller and the right front wheel-side controller. In addition to interacting with the control module through the communication interface, the first wheel-side controller also directly receives the braking signal from the brake pedal through the sampling port, and can independently respond to the braking demand in an emergency and prioritize the execution of braking force.

[0039] The aforementioned at least one second wheel-side controller can refer to a left rear wheel-side controller or a right rear wheel-side controller. The second wheel-side controller controls the tires to brake solely based on the braking force command from the control module, ensuring the consistency and accuracy of the braking operation.

[0040] The aforementioned sampling port refers to a specific interface of the first wheel-side controller, used to directly access the brake pedal signal for rapid signal acquisition and processing. In the event of a main control module failure or communication interruption, the first wheel-side controller can operate independently using the signal obtained through the sampling port, quickly responding to braking demands and ensuring the basic availability of the vehicle's braking function.

[0041] The aforementioned multiple power sources refer to the system's power supply equipment. These power sources may include a main power source and one or more backup power sources. The main power source is typically a high-voltage battery, while the backup power sources may be low-voltage batteries or supercapacitors. The system employs a redundant power supply design, with the same power source simultaneously supplying power to the control module and at least one first wheel-side controller, ensuring continuous power to the core control components. Different power sources supply different second wheel-side controllers, so even if one power source fails, the braking function of other tires is not affected, greatly enhancing the system's stability and fault response capabilities.

[0042] In one optional embodiment, the multiple wheel-side controllers include at least one first wheel-side controller and at least one second wheel-side controller, each located near different tires of the vehicle, forming a distributed braking execution unit. The first wheel-side controller plays a dual role, directly receiving the raw braking signal from the brake pedal and responding to braking force commands generated by the control module; while the second wheel-side controller relies on the braking force signal output by the control module to achieve precise braking control. In particular, the direct electrical connection between the first wheel-side controller 16 and the brake pedal gives it the advantage of rapid response. Even in extreme cases of control module failure or communication interruption, it can independently analyze the braking signal and quickly control the braking clamping and release of the corresponding tire. This feature is particularly important in emergency braking scenarios, significantly shortening braking reaction time and improving driving safety. Through the direct signal input of the first wheel-side controller and the reliance on the control module of the second wheel-side controller, the system constructs a multi-layered redundancy mechanism. Even if the main control system fails, the basic braking function can be maintained through the independent action of the former, greatly avoiding safety hazards caused by a single point of failure.

[0043] In one optional embodiment, the core components of the braking system include a brake pedal 12, a control module 14, multiple wheel-side controllers (divided into a first wheel-side controller 16 and a second wheel-side controller 18), and multiple power supplies 20. When the driver presses the brake pedal 12, the system immediately enters braking mode, and the sensors inside the pedal convert physical displacement into electric braking signals. The control module 14 receives these signals, performs complex algorithm processing, calculates the precise braking force required for each tire, and sends these instructions to the wheel-side controllers via a communication interface (such as a CAN bus). Notably, the first wheel-side controller 16 not only receives instructions from the control module but is also directly connected to the brake pedal 12 via a dedicated sampling port. This allows the first wheel-side controller to independently process braking signals and prioritize braking of the front wheels in case of main control module failure or communication failure, thereby ensuring the vehicle's braking performance in emergency situations.

[0044] Meanwhile, the power supply section of the system adopts a redundant design. Among the multiple power supplies 20, the same power supply powers the control module 14 and at least one first wheel-side controller 16, while different power supplies power different second wheel-side controllers 18. This layout not only prevents the entire system from failing due to a single point of power supply failure, but also simplifies power management and cost control, further enhancing the stability and security of the system.

[0045] By leveraging the independent control capabilities of the first-wheel-side controller and the redundant architecture of multiple power supplies, this system can effectively cope with main control module or power supply failures, ensuring the maintenance of basic vehicle braking function even in extreme conditions. Simultaneously, the independent connection of the second-wheel-side controller to different power supplies reduces the impact of power supply failures on the overall system. This design facilitates troubleshooting and repair, eliminating the need for complete replacement or overhaul and reducing maintenance costs. In summary, the braking system in this application significantly improves vehicle braking performance and driving safety by introducing multi-layer redundancy and intelligent braking force distribution strategies.

[0046] In this embodiment, the braking system includes a brake pedal, a control module, multiple wheel-side controllers, and multiple power sources. The brake pedal outputs a braking signal when braking is in effect. The control module, connected to the brake pedal, generates braking forces for each tire based on the braking signal. The multiple wheel-side controllers include at least one first wheel-side controller and at least one second wheel-side controller. The first and second wheel-side controllers are communicatively connected to the control module, and the sampling port of the first wheel-side controller is electrically connected to the brake pedal. Among the multiple power sources, one power source is connected to the control module and at least one first wheel-side controller, while different power sources are connected to different second wheel-side controllers. In this braking system, the brake pedal acts as a bridge between the driver and the braking system. When the brake pedal detects the driver's braking action, it immediately outputs a braking signal, becoming the trigger point for the entire braking process. The control module, closely connected to the brake pedal, can analyze the braking signal and generate braking forces for each tire accordingly. At least one first wheel-side controller not only communicates with the control module but also establishes a direct electrical connection with the brake pedal. This design allows for reliable and rapid acquisition of braking input from the source, thereby ensuring the priority and timeliness of the front wheel braking response. Meanwhile, at least one second wheel-side controller controls the braking action of the rear wheels according to the instructions of the control module, forming an orderly hierarchy of front and rear wheel braking control. Simultaneously, the braking system employs a redundant configuration of multiple power supplies. At least one power supply simultaneously powers both the control module and the first wheel-side controller to ensure the stability of the front wheel braking system. The second wheel-side controllers are powered independently by different power supplies. This layout reduces the possibility of power failures propagating to the entire system, while also lowering system costs and simplifying the power network design. In summary, this application employs a design with dual power supplies directly connected to the first and second wheel-side controllers. By increasing power redundancy and improving signal transmission paths, it achieves the goal of improving system fault tolerance and response speed, thereby ensuring the normal operation of the braking system even in the event of partial power failure, and thus solving the technical problem of low braking system safety in related technologies.

[0047] Optionally, the system further includes: multiple monitoring units, each deployed next to multiple tires and connected to multiple wheel-side controllers, for monitoring the wheel speeds of the multiple tires; a communication bus connected to the control module for transmitting vehicle status information to the control module; wherein the control module generates braking forces corresponding to each of the multiple tires based on the wheel speeds, status information, and braking signals of the multiple tires; preferably, the control module includes: a master controller and a slave controller, which are communicatively connected; wherein the master controller generates braking forces corresponding to each of the multiple tires based on the wheel speeds, status information, and braking signals output by the brake pedal or the slave controller; the slave controller generates braking forces corresponding to each of the multiple tires based on the wheel speeds, status information, and braking signals of the multiple tires in the event of a malfunction of the master controller; preferably, the wheel-side controller includes: a motor drive module, for controlling the operating status of the wheel-side motor based on the braking signal or the braking force output by the control module, and feeding back the status information of the wheel-side motor to the control module.

[0048] The aforementioned monitoring units can refer to wheel speed sensors, deployed near each tire to monitor its rotational speed and motion status in real time. They are a crucial component of the system for acquiring vehicle dynamic information. The types of monitoring units can include, but are not limited to, magnetic induction sensors, Hall effect sensors, and optical sensors; the specific type must be determined based on the vehicle system design. These monitoring units (wheel speed sensors) can promptly capture changes in tire rotational speed, providing critical data to the control module to adjust braking force distribution and ensure good braking performance under various road conditions.

[0049] The aforementioned communication bus refers to the network used for data transmission in a vehicle control system. The type of communication bus may include, but is not limited to, Controller Area Network (CAN), Local Interconnect Network (LIN), and FlexRay Communications System (FlexRay), etc. The specific communication bus needs to be determined based on the vehicle system design. The communication bus can be used to connect the control module with other system components, such as monitoring units and wheel-side controllers, to ensure the efficient transmission of vehicle status information, wheel speed data, and braking signals. It is the foundation for the control module to execute intelligent braking force distribution strategies and also serves as a bridge for information exchange between components within the system.

[0050] The aforementioned vehicle status information can refer to real-time data during vehicle operation. Status information may include, but is not limited to, vehicle speed, acceleration, steering angle, brake pedal position, etc. The specific status information needs to be determined according to actual needs. The collection and analysis of real-time status information enables the control module to respond quickly to vehicle dynamics and adjust braking strategies, thereby improving the stability and safety of vehicle handling.

[0051] The aforementioned main controller refers to the core computing unit in the system, responsible for receiving and processing input data from the brake pedal, monitoring unit, and vehicle status, and calculating the braking force distribution scheme. The aforementioned slave controller refers to the auxiliary control unit that operates normally when the main controller is functioning correctly, but can take over braking control tasks to ensure continuous system operation in the event of a main controller failure. The main controller performs advanced decision-making and braking force calculations, while the slave controller ensures that the system can still maintain basic braking functions through its independent control logic even if the main controller fails. Together, they constitute the system's internal redundancy protection mechanism.

[0052] The aforementioned motor drive module can refer to the circuit located inside the wheel-side controller. The motor drive module can be used to parse braking commands, generate motor control signals (such as PWM signals), drive the wheel-side motor to perform braking operations, and monitor the motor's current, temperature, position and other status information.

[0053] The aforementioned wheel-side motor refers to an electric motor located directly inside or near the wheel, which generates torque to clamp and release the tire during braking. Wheel-side motors can be of various types, including but not limited to DC motors, brushless DC motors, and permanent magnet synchronous motors. The specific motor type needs to be determined based on factors such as motor response speed, torque output, and energy consumption. The wheel-side motor responds to signals from the wheel-side controller and rapidly converts them into braking force. It is the direct actuator in the braking system that acts on the tire, and is crucial for braking response speed and braking effectiveness.

[0054] In one optional embodiment, the braking system further includes multiple monitoring units and a communication bus. The monitoring units, particularly wheel speed sensors, are positioned next to each tire to continuously track the vehicle's real-time driving status, ensuring the control module obtains accurate wheel speed information. The communication bus not only efficiently transmits wheel speed data but also aggregates vehicle status information from various locations to the control module, providing a solid data foundation for developing precise braking strategies. Meanwhile, the core of the control module consists of a master controller and slave controllers, which establish a close communication connection, forming a master-slave collaborative control mode. Under normal operating conditions, the master controller plays a leading role in braking decisions, comprehensively analyzing wheel speed, vehicle status information, and brake pedal signals from the monitoring units, instantly calculating and allocating the required braking force to each tire, achieving precise vehicle braking control. The slave controllers act as backup, quickly taking over when the master controller encounters an anomaly, independently generating braking force commands using the same data source, ensuring the continuity and safety of the braking system, and preventing braking interruption due to master controller failure. By integrating multiple monitoring units, an efficient communication bus, and a two-tiered control module, the braking system constructs a comprehensive, flexible, and highly reliable vehicle braking management architecture.

[0055] In one optional embodiment, the motor drive module built into the wheel-side controller plays a key executor role. This module receives braking commands from the control module and precisely controls the operating state of the wheel-side motor by generating PWM signals. Simultaneously, the motor drive module continuously monitors the operating parameters of the wheel-side motor, such as current, temperature, and position, and feeds this information back to the control module in real time, forming a closed-loop control system for real-time adjustment of motor operating conditions and overall system health diagnostics. This design not only improves braking response speed and control accuracy but also enhances the system's self-monitoring and fault recovery capabilities, ensuring the basic operation of the braking system is maintained under all circumstances.

[0056] Optionally, the system further includes: multiple diodes, the anodes of which are respectively connected to multiple power supplies, the cathodes of the same diodes being connected to the control module and at least one first wheel-side controller, and the cathodes of different diodes being connected to different second wheel-side controllers; and multiple voltage detection circuits, which are respectively connected to the multiple power supplies for detecting the voltage status of the multiple power supplies.

[0057] The aforementioned diodes can refer to semiconductor devices with unidirectional conductivity. In this system, multiple diodes are used as power selection and protection devices. They are located between the power supply and the controller, ensuring that the power supplies provide power to the system in a predetermined sequence. Multiple diodes are connected to multiple power supplies via their positive terminals, and to the control module and a specific first-wheel controller via their negative terminals, achieving an OR logic connection of the power supplies. This means that when one power supply fails, another power supply can automatically take over the power supply through the natural conduction characteristics of the diodes, ensuring uninterrupted system operation. Furthermore, the diodes also serve a protective function, preventing backflow of current from damaging system components.

[0058] The aforementioned voltage detection circuits refer to circuits used for real-time monitoring of power supply voltage status. These circuits can be analog or digital, and the specific circuit required depends on the system's accuracy requirements and processing speed. Voltage detection circuits continuously monitor the voltage levels of each power source. Once a power supply voltage exceeds a preset threshold range, an early warning mechanism is immediately activated or a power supply switch is triggered to protect the system from damage caused by voltage anomalies. This real-time monitoring capability is crucial for ensuring long-term stable system operation, especially in dual-power redundant supply architectures, enabling timely identification and handling of faulty power sources and preventing system performance degradation.

[0059] The aforementioned voltage status refers to a description of the actual voltage of the power supply, including the voltage level, fluctuation range, and whether it is in a normal power supply state. In this system, voltage status is a key indicator monitored and reported by the voltage detection circuit. Voltage status may include, but is not limited to, overvoltage, undervoltage, voltage stability, and voltage anomaly; the specific voltage status needs to be determined based on the actual monitoring situation. Understanding the voltage status of each power supply is crucial for system management. Voltage status can help the control module determine the availability and health status of the power supply, thereby deciding whether to activate power switching logic or take other protective measures.

[0060] In one optional embodiment, the braking system further includes multiple diodes, the anodes of which are connected to multiple independent power sources to form a power supply network. Under normal operating conditions, the cathode of each diode is connected to the control module, ensuring smooth communication between the power source and the main controller. It also establishes a direct connection with at least one first wheel-side controller, enabling it to preferentially and directly draw power from the power source. For the second wheel-side controller, each controller is connected via a different diode cathode, achieving independence and flexibility in power distribution. Even if some power sources fail, the system can continue operating using the remaining healthy power. Furthermore, multiple voltage detection circuits are connected to multiple power sources to monitor the voltage status of the power sources in real time. These circuits can accurately determine whether the power supply voltage is within a preset safe range. Once a voltage anomaly is detected, such as overvoltage or undervoltage, the system will quickly take measures, such as triggering warnings, adjusting the load, or automatically switching to a backup power source, to maintain normal system operation. This sophisticated power management and fault response mechanism not only improves the reliability and safety of the power supply but also promotes the stable performance and high efficiency of the entire braking system in complex environments. Through the above design, this system not only enhances the flexibility and redundancy of power supply, but also ensures the rapid response of the wheel-side controller and the intelligent decision-making of the control module.

[0061] In one alternative embodiment, Figure 2 This is a system structure diagram of a braking system according to an embodiment of this application, such as... Figure 2 As shown, the system includes: electronic brake pedal 1, master controller 2, slave controller 3, power supply 1 (corresponding to number 4), power supply 2 (corresponding to number 5), four wheel-side controllers (i.e., left front wheel-side controller 6, right front wheel-side controller 7, left rear wheel-side controller 8, and right rear wheel-side controller 9), wheel speed sensor 10, and two vehicle CAN buses (i.e., vehicle CAN1 (corresponding to number 11) and vehicle CAN2 (corresponding to number 12).

[0062] The electronic brake pedal 1, acting as the source of the braking signal, sends the initial braking force demand command to the system. The main controller 2 and slave controller 3 constitute the core control unit of the system, connected via a private CAN bus for real-time information sharing and backup. Dual power supply modules 4 and 5 serve as the primary power supply (main battery) and the secondary power supply (auxiliary battery), respectively, ensuring the system can continue operating even in the event of a single power supply failure. Wheel-side controllers 6, 7, 8, and 9 each control the motor of one wheel's brake. The front wheel-side controllers, 6 (left front) and 7 (right front), are additionally connected to the dual power supply to ensure high reliability of the braking response. Wheel speed sensors 10, deployed near each wheel, monitor the wheel's rotation speed in real time and transmit the data to the corresponding wheel-side controller, which in turn reports to the main and slave controllers. The vehicle CAN bus, corresponding to CAN1 (number 11) and CAN2 (number 12), serves as the system's information flow channel, connecting the main controller, slave controller, and wheel-side controllers to ensure efficient and accurate data transmission.

[0063] The electronic brake pedal is connected to the main controller and slave controllers via three independent signal lines, one of which is directly connected to the left front wheel controller, forming a fast response channel. The main controller is connected to the right front wheel controller and the rear wheel controller via the vehicle's CAN1, while the slave controller communicates with the left front wheel controller via the vehicle's CAN2. This distributed communication design enhances system redundancy and anti-interference capabilities. The first and second power supplies are each connected to the main controller and slave controllers via multiple diodes, ensuring a high-voltage priority power supply principle. The front wheel controllers enjoy the privilege of dual power supply, while the rear wheel controllers are each connected to a power supply via a single line, simplifying power wiring while maintaining power supply. Wheel speed sensors are directly connected to each wheel controller, which in turn communicates with the main controller and slave controllers via their respective CAN buses, forming a complete chain from low-level data acquisition to high-level decision execution.

[0064] The above braking system architecture design fully reflects the innovative thinking of the system in terms of power redundancy, signal distribution and controller communication, aiming to build a highly reliable and fast-response electronic braking system to provide a safer and more stable braking solution for electric vehicles and intelligent vehicles.

[0065] According to an embodiment of this application, an embodiment of a braking control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0066] This embodiment provides a braking control method. Figure 3This is a flowchart of a braking control method according to an embodiment of this application, such as... Figure 3 As shown, the process includes the following steps:

[0067] In step S302, in response to receiving the braking signal output from the brake pedal, the braking force corresponding to each of the multiple tires is generated based on the braking signal.

[0068] In one alternative embodiment, when the force applied by the driver to the brake pedal is converted into an electronic braking signal, this signal becomes the trigger for the dynamic response of the entire braking system. In response to this braking signal, the main controller immediately initiates a complex and precise braking force distribution procedure. First, the main controller parses and verifies the braking signal, confirming its integrity and validity. Then, combining real-time data from wheel speed sensors and other vehicle status information, such as load, road conditions, and vehicle speed, the main controller calculates the braking force demand most suitable for the current driving scenario. Simultaneously, based on the specific conditions of each tire, such as differences in friction coefficients, load distribution, and wheel speed information, the precise braking force required for each tire is calculated. These braking force commands are rapidly transmitted to the corresponding wheel-side controllers via the CAN bus. For example, the left front wheel-side controller receives the braking force command related to the left front tire, while the right rear wheel-side controller receives the command matched to the right rear tire. Upon receiving the command, the wheel-side controller responds quickly, converting the calculated braking force into actual physical braking effect by controlling the speed and torque of the wheel-side motors. Every step in this process is controlled in a closed loop. The wheel-side controller continuously monitors the motor status and actual braking force, and sends the feedback information back to the main controller to adjust the braking force distribution in real time, ensuring the smoothness and safety of the braking process.

[0069] Through this series of signal processing and braking force distribution processes, the braking system achieves rapid response to driving intentions, accurate assessment of vehicle conditions, and precise control of braking force for each tire, greatly improving the reliability and efficiency of braking performance.

[0070] Step S304: Based on the braking force or braking signal corresponding to at least one first tire among multiple tires, control at least one first tire to brake respectively, wherein a corresponding first wheel side controller is deployed next to each of the at least one first tire.

[0071] The aforementioned first tire can refer to a tire controlled by a direct braking signal, located at the front of the vehicle, specifically the left and right front tires. Compared to the second tires, the first tires undertake a more critical braking task and a higher proportion of braking force distribution, especially in emergency braking or driving situations requiring rapid response.

[0072] In one optional embodiment, upon receiving a driver's braking command, i.e., an input signal from the electronic brake pedal, the control module quickly initiates a brake force distribution algorithm based on this signal. This algorithm calculates the braking force applicable to each tire, particularly for at least one first tire (front wheel). Subsequently, the control module transmits the corresponding braking force or braking signal via the CAN bus to a first wheel-side controller deployed next to at least one first tire. Upon receiving the command, the first wheel-side controller immediately takes action, utilizing its built-in motor drive module to precisely control the power and torque of the brake motor, achieving rapid and controllable braking of the first tire. This implementation is designed with priority allocation in mind during braking. Given that the first tire (front wheel) bears greater responsibility for braking force and steering control during emergency braking, the control of at least one first tire is given higher priority. This means that even under extreme conditions, if the system encounters certain malfunctions, the first wheel-side controller will prioritize ensuring the braking effect of the first tire, thereby minimizing braking distance and improving overall vehicle braking efficiency and driving safety.

[0073] Step S306: Based on the braking force corresponding to at least one second tire among the multiple tires, control at least one second tire to brake, wherein a corresponding second wheel-side controller is deployed next to each of the at least one second tire.

[0074] The aforementioned at least one second tire can refer to the tires at the rear of the vehicle, specifically including the left and right rear tires, each with a corresponding second wheel-side controller deployed on its side. Under normal braking conditions, although the second tires distribute less braking force, they still provide important support for the overall braking performance of the vehicle, assisting the front wheels in reducing the distance required for the vehicle to stop. During emergency braking or high-speed cornering, by adjusting the difference in braking force between the left and right rear tires, the second tires can help the vehicle maintain good lateral stability, preventing skidding or fishtailing and improving driving safety.

[0075] In one optional embodiment, based on comprehensive analysis and calculation by the control module, the braking force distribution to be borne by each of the rear tires—namely, the left and right rear tires—is determined. Compared to the first tire, the second tire typically has a smaller braking force, for example, accounting for about 30% during normal braking, but this does not diminish its crucial role in the overall braking system. The braking force command is sent by the control module via a vehicle communication network (such as a CAN bus) to a second wheel-side controller deployed next to at least one second tire. These wheel-side controllers are integrated intelligent devices combining motor drive, sensor monitoring, and fault diagnosis functions. Upon receiving the braking force command, they quickly activate the wheel-side motors and adjust the clamping force of the brake calipers to achieve braking operation on the rear tires. This control process emphasizes real-time performance and accuracy; the second wheel-side controllers can dynamically adjust the braking force according to the instructions of the main controller to adapt to different driving conditions and road surface conditions, such as slippery roads, high-speed driving, or emergency braking.

[0076] Optionally, generating braking forces corresponding to multiple tires based on braking signals includes: acquiring the wheel speeds of multiple tires and vehicle status information; generating braking forces corresponding to multiple tires based on the wheel speeds, status information, and braking signals of multiple tires; preferably, generating braking forces corresponding to multiple tires based on the wheel speeds, status information, and braking signals of multiple tires includes: in response to a normal main controller, generating braking forces corresponding to multiple tires based on the wheel speeds, status information, and braking signals of multiple tires through the main controller; in response to an abnormal main controller, generating braking forces corresponding to multiple tires based on the wheel speeds, status information, and braking signals of multiple tires through the slave controller; preferably, the method further includes: controlling the operating state of the wheel-side motors based on the braking signals or the braking forces output by the control module; and feeding back the status information of the wheel-side motors to the control module through the slave controller.

[0077] In one optional embodiment, during normal system operation, the main controller receives braking signals from the brake pedal and simultaneously collects and integrates wheel speed and other key status information provided by vehicle sensors, such as vehicle speed, load, and road conditions. Based on this comprehensive information input, the main controller uses an algorithmic model to calculate a braking force distribution scheme that matches the current driving scenario, including differentiated distribution of braking force to the front and rear wheels to adapt to the needs of vehicle dynamic balance.

[0078] However, in the event of an anomaly or malfunction in the main controller, the slave controller can quickly intervene and assume the function of the main controller, ensuring the continuity and reliability of the braking system. The slave controller uses the same information input mechanism—wheel speed and vehicle status information—combined with electronic brake pedal signals, to independently calculate the braking force for each tire, achieving redundant control of the braking system. This design ensures that even in the extreme case of main controller failure, the system can continue to generate appropriate braking force, maintain the vehicle's braking capability, and guarantee driving safety.

[0079] Simultaneously, based on the braking signal or the braking force output by the control module, the operating status of the wheel-side motors is controlled, including adjusting the motor's current, torque, and speed to accurately execute braking operations on each tire. At the same time, operating data from the wheel-side motors, such as motor temperature, current intensity, and position information, is continuously collected and fed back to the control module via a bidirectional communication link (such as a CAN bus), forming a closed-loop control system to further improve the distribution of braking force and the motor control strategy.

[0080] In summary, the braking system of this application achieves intelligent response to braking signals and precise calculation and distribution of braking force through the coordinated work of the main controller and the slave controller, as well as the real-time monitoring and analysis of the wheel speed and status information of multiple tires.

[0081] Optionally, based on the braking force or braking signal corresponding to at least one first tire among multiple tires, controlling at least one first tire to brake separately includes: in response to the first wheel-side controller detecting a normal braking signal, controlling at least one first tire to brake separately based on the braking signal; in response to the first wheel-side controller detecting an abnormal braking signal, controlling at least one first tire to brake separately based on the braking force corresponding to at least one first tire; preferably, generating braking forces corresponding to multiple tires based on the braking signal includes: in response to the main controller detecting an abnormal braking signal and the slave controller detecting a normal braking signal, generating braking forces corresponding to multiple tires based on the braking signal received from the slave controller; in response to the main controller and slave controller detecting an abnormal braking signal, generating braking forces corresponding to multiple tires based on the vehicle speed.

[0082] In one alternative embodiment, firstly, during normal system operation, the first wheel-side controller directly receives signals from the electronic brake pedal and monitors and analyzes them in real time. Once a normal braking signal is detected, the first wheel-side controller immediately responds, generating braking force based on this signal to precisely control at least one first tire, achieving a fast and smooth braking process.

[0083] However, when the first wheel-side controller detects an abnormal braking signal, the system will take measures based on communication and decision-making between controllers, prioritizing the use of normal signals from the main controller or slave controller as the basis for braking force control. By recalculating and distributing the braking force, the system will ensure that at least one first tire can still perform effective braking action and maintain the safe driving state of the vehicle.

[0084] In particular, when the first wheel-side controller detects an abnormal braking signal, but the main and slave controllers verify that the signal is normal, the system will rely on the judgment results of these two central controllers to control the front wheels based on the appropriate braking force. At this time, the main or slave controller will assume the responsibility of redistributing the braking force. Based on the normal signal it receives and the real-time vehicle status information, it will calculate the appropriate braking force and control at least one first tire through the wheel-side controller to overcome the impact of local signal abnormalities.

[0085] The electronic braking system of this invention, consisting of a first wheel-side controller, a main controller, and a slave controller, forms a multi-layered protection network, ensuring that at least one first tire receives the required braking force under all conditions. This maximizes vehicle braking performance and occupant safety during emergency braking or other unforeseen circumstances. Through precise signal interaction and control strategy adjustments between the main controller, slave controller, and wheel-side controller, this invention effectively enhances the robustness and responsiveness of the braking system.

[0086] In one optional embodiment, when the main controller detects an abnormal braking signal while the slave controller detects a normal signal, the system will prioritize using the braking signal received from the slave controller as the basis for calculating the braking force. The slave controller will use its internal backup control logic to calculate the braking force of each tire and instruct the wheel-side motors to perform braking operations, maintaining the normal operation of the vehicle's braking system.

[0087] When both the master and slave controllers detect abnormal braking signals simultaneously, the system will activate a more basic braking force generation strategy, which automatically generates braking force based on the vehicle's current speed. In this case, the system will no longer rely on complex braking force distribution algorithms, but will instead adopt a more direct linear interpolation method to calculate the required braking force for each tire based on the vehicle speed, ensuring that the vehicle can safely decelerate or stop in an emergency without a signal.

[0088] The aforementioned control mechanism embodies the multiple fault-tolerant capabilities of this application in the face of abnormal braking signals, ensuring that even if the main controller or signal transmission path fails, the most suitable braking force can be generated and executed from the controller or the automatic control strategy based on the vehicle state, thereby protecting the life and property safety of the driver and passengers, while maintaining the reliability and stability of the vehicle braking system.

[0089] Optionally, the method further includes: in response to detecting a hardware failure of the first wheel-side controller, limiting the vehicle speed and regenerating the braking force corresponding to at least one second tire based on the braking signal; in response to detecting a hardware failure of the second wheel-side controller, sending a prompt message to the first wheel-side controller through the main controller to increase the braking force corresponding to at least one first tire and activate the electronic parking brake system; preferably, the method further includes: in response to detecting a communication failure of the first wheel-side controller, regenerating the braking force corresponding to at least one first tire based on the speed difference corresponding to at least one first tire; in response to detecting a communication failure of the second wheel-side controller, regenerating the braking force corresponding to at least one second tire based on the braking signal forwarded from the controller.

[0090] The aforementioned hardware failure refers to a problem with a physical component of the first or second wheel-side controller. Hardware failures may include, but are not limited to, damage to the motor drive module, sensor signal distortion, short circuits in the control circuit board, or other electronic component malfunctions. The specific hardware failure needs to be determined based on the actual situation. Hardware failures directly affect the normal operation of the wheel-side controllers and the precise control of braking force. When the system detects a hardware failure, it will immediately activate a first-level degrade mode, limiting the vehicle's speed to prevent the risk of loss of control. Simultaneously, based on the remaining available braking signals, it will recalculate the braking force of at least one second tire (rear wheel) to compensate for the loss of braking capacity of the first tire (front wheel).

[0091] The above-mentioned prompt information may refer to information used to indicate the current fault. The prompt information may be used to indicate that the braking force of the first tire (front wheel) of the first wheel side controller should be increased to compensate for the lack of braking efficiency of the rear wheels.

[0092] The aforementioned Electronic Parking Brake (EPB) system refers to a system that uses electronic control to achieve the functions of a traditional parking brake. It typically consists of an independent motor and physical structure, providing stable braking force when the vehicle is parked to prevent it from rolling. In emergency situations, the EPB can also be activated to provide additional braking force while the vehicle is in motion, assisting in slowing down or stopping the vehicle.

[0093] The aforementioned communication failure may refer to an interruption in data transmission between the wheel-side controller and the main controller or slave controller.

[0094] The aforementioned speed difference refers to the process of calculating the difference in speed between different tires by monitoring the speed information fed back from the encoders of each tire motor. In the event of communication failure or partial sensor failure, the system can infer braking demand based on the speed difference, avoiding vehicle stability problems caused by uneven braking. The accurate calculation of the speed difference relies on the high precision and response speed of the motor encoders, ensuring that the system can make timely adjustments to adapt to the dynamic changes of the vehicle.

[0095] In one alternative embodiment, when the system detects a hardware failure in the first wheel-side controller (responsible for front wheel braking), such as a malfunction in the motor drive module or an uncorrectable abnormal sensor signal, it immediately activates a first-level degraded mode. In this mode, the system limits the vehicle's speed to reduce the risk of loss of control and, based on the remaining effective braking signals, recalculates and generates braking force for at least one second tire (i.e., the rear wheel) to compensate for the reduced braking capacity caused by the failure of the front wheel brakes. This process is led by the main controller or a slave controller, which uses intelligent algorithms to assess the vehicle's state and driving needs, dynamically adjusting the rear wheel braking force to ensure the vehicle can safely travel to the nearest service station at a lower speed.

[0096] When the system detects a hardware failure in the second wheel-side controller (responsible for rear wheel braking), it will send a notification to the first wheel-side controller via the main controller, instructing it to increase the braking force of at least one first tire to enhance front wheel braking efficiency and compensate for the lack of rear wheel braking capacity. Simultaneously, the system will activate the Electronic Parking Brake (EPB) system as an emergency braking assist. EPB intervention provides additional braking force, especially when rear wheel brake failure occurs at high speeds, helping the vehicle to decelerate quickly until a safe stop.

[0097] When a communication failure occurs in the communication link between the first wheel controller and the main or slave controller, the system will use the real-time speed difference data fed back by the encoder of the first tire motor as an alternative information source to regenerate the braking force of at least one first tire. This mechanism makes full use of local sensor data, and even in the event of a communication interruption, it can calculate the appropriate front wheel braking force by analyzing the vehicle's dynamic characteristics, ensuring the stability and safety of the vehicle during braking.

[0098] When a communication link fails between the second-wheel side controller and either the main or slave controller, the system relies on the backup signal transmission capability of the slave controller. The slave controller forwards the main braking signal to the second-wheel side controller, and based on this signal, regenerates the braking force of at least one second tire. During this process, the slave controller utilizes its built-in Proportional Integral Derivative (PID) control algorithm to adjust the motor current according to the current vehicle state and the driver's braking intention, ensuring that even under adverse conditions of communication interruption with the main controller, the rear wheel braking remains effective, and the vehicle's braking response is timely and powerful.

[0099] These multi-layered fault response and braking force adjustment strategies ensure that the braking system of this application can respond quickly and appropriately to different types of faults. Through intelligent control and redundant design, it maximizes the safety of the driver and the vehicle. Whether it is a hardware fault or a communication fault, the system can maintain the controllability and safety of the vehicle in emergency situations by flexibly redistributing braking force and activating the backup braking system.

[0100] Optionally, the method further includes: when the voltage state of the first power supply among the multiple power supplies meets a preset condition, controlling the first power supply to supply power to the multiple wheel-side controllers and control modules; when the voltage state of the first power supply does not meet the preset condition, controlling the second power supply among the multiple power supplies to supply power to the multiple wheel-side controllers and control modules; wherein the battery capacity of the first power supply is greater than the battery capacity of the second power supply.

[0101] The aforementioned primary power source can refer to the vehicle's main power source, which has a higher battery capacity and can provide stronger energy support. In the braking system, the primary power source is the preferred power supply, responsible for powering all wheel-side controllers and control modules under normal voltage conditions. Its large battery capacity means slower energy decay during continuous use and higher reliability.

[0102] The aforementioned second power source can refer to the vehicle's auxiliary power source. Compared to the first power source, the second power source has a smaller battery capacity, but as a backup power source, it will take over the power supply task when the voltage of the first power source no longer meets the preset conditions, ensuring that the system does not shut down. Although the energy provided by the second power source is limited, it is sufficient to support the system in completing critical operations, such as braking control, until a safe stopping position is found.

[0103] The aforementioned preset conditions refer to the voltage threshold range of the first power supply, which can be set according to the requirements for stable system operation. When the voltage of the first power supply is lower than the preset minimum threshold or exceeds a higher threshold, i.e., the preset conditions are not met, it indicates that the power supply may not be able to continue to provide stable power, and the system needs to react quickly and switch to the second power supply. Voltage status monitoring is achieved through the voltage detection circuit in the power management system. This circuit continuously monitors the power supply voltage to ensure that changes in the power supply status can be identified and appropriate actions taken in a timely manner.

[0104] The aforementioned battery capacity refers to the length of time the power supply can continuously provide power under full load. A larger battery capacity means a longer power supply time, which is crucial for ensuring the stability and response speed of the braking system in high-voltage application scenarios. The size of the battery capacity is also one of the key factors determining the overall reliability and fault tolerance of the system.

[0105] In one optional embodiment, the braking system defaults to using a first power source to power its multiple wheel-side controllers and control modules. This is because the first power source has a larger battery capacity, providing ample power support to ensure the braking system performs well in various operating scenarios. However, when the voltage state of the first power source no longer meets preset safety and performance standards, the system will react quickly and smoothly transition to a second power source (auxiliary power source). Although the second power source has a smaller battery capacity, it is sufficient to ensure the basic functions of the braking system, such as brake control, are maintained in the event of an abnormal voltage from the first power source, thereby preventing system failure due to power supply issues. This mechanism is implemented through a voltage detection circuit in the power management system, enabling instantaneous detection and switching decisions when the power state changes, ensuring high reliability and safety of the braking system. This is an important manifestation of power management and system redundancy design in modern electric vehicles and intelligent driving vehicles.

[0106] In one optional embodiment, the first power supply (main power supply) can be 48V, and the second power supply (auxiliary power supply) can be 12V. The two power supplies are connected via an "OR" logic connection using an ideal diode. The diode isolation threshold is set to 0.3V to ensure priority power supply for the high-voltage power supply and seamless switching in case of power failure. Each power supply is equipped with a voltage detection circuit to monitor the voltage status in real time. The threshold range for the main power supply is 44-52V, and the threshold range for the auxiliary power supply is 10-14V. When the voltage is abnormal, the first wheel-side controller sends a fault code to the main controller and switches to the backup power supply. If the voltage of power supply A is below 44V for 50ms, it automatically switches to power supply B. After the power supply is restored, the main controller needs to send a reset command to reactivate power supply A. The above values ​​are for illustrative purposes only, and the specific values ​​need to be determined according to the actual system design. They are not limited here.

[0107] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0108] According to an embodiment of this application, a braking control device is provided. It should be noted that this device can be used to execute the above-described braking control method. The specific implementation method and preferred application scenarios are the same as those in the above embodiment, and will not be repeated here.

[0109] Figure 4 This is a schematic diagram of a braking control device according to an embodiment of this application, such as... Figure 4 As shown, the device includes: a generation module 402, a first control module 404, and a second control module 406.

[0110] The generation module 402 is used to generate braking forces corresponding to multiple tires based on the braking signal received from the brake pedal; the first control module 404 is used to control at least one first tire to brake based on the braking force or braking signal corresponding to at least one first tire among the multiple tires, wherein a corresponding first wheel-side controller is deployed next to each of the at least one first tire; the second control module 406 is used to control at least one second tire to brake based on the braking force corresponding to at least one second tire among the multiple tires, wherein a corresponding second wheel-side controller is deployed next to each of the at least one second tire.

[0111] Optionally, the generation module is used to acquire the wheel speeds of multiple tires and the vehicle's state information; based on the wheel speeds, state information, and braking signals of the multiple tires, it generates braking forces corresponding to each of the multiple tires; preferably, generating braking forces corresponding to each of the multiple tires based on the wheel speeds, state information, and braking signals of the multiple tires includes: in response to a normal main controller, generating braking forces corresponding to each of the multiple tires based on the wheel speeds, state information, and braking signals of the multiple tires through the main controller; in response to an abnormal main controller, generating braking forces corresponding to each of the multiple tires based on the wheel speeds, state information, and braking signals of the multiple tires through the slave controller; preferably, the method further includes: controlling the operating state of the wheel-side motors based on the braking signals or the braking forces output by the control module; and feeding back the state information of the wheel-side motors to the control module through the slave controller.

[0112] Optionally, the first control module is configured to, in response to the first wheel-side controller detecting a normal braking signal, control at least one first tire to brake based on the braking signal; and in response to the first wheel-side controller detecting an abnormal braking signal, control at least one first tire to brake based on the braking force corresponding to at least one first tire. Preferably, generating multiple braking forces corresponding to multiple tires based on the braking signal includes: in response to the main controller detecting an abnormal braking signal and the slave controller detecting a normal braking signal, generating multiple braking forces corresponding to multiple tires based on the braking signal received from the slave controller; and in response to the main controller and slave controller detecting an abnormal braking signal, generating multiple braking forces corresponding to multiple tires based on the vehicle speed.

[0113] Optionally, the device is further configured to, in response to detecting a hardware failure in the first wheel-side controller, limit the vehicle speed and regenerate the braking force corresponding to at least one second tire based on the braking signal; in response to detecting a hardware failure in the second wheel-side controller, send a prompt message to the first wheel-side controller via the main controller to increase the braking force corresponding to at least one first tire and activate the electronic parking brake system; preferably, the method further includes: in response to detecting a communication failure in the first wheel-side controller, regenerating the braking force corresponding to at least one first tire based on the speed difference corresponding to at least one first tire; and in response to detecting a communication failure in the second wheel-side controller, regenerating the braking force corresponding to at least one second tire based on the braking signal forwarded from the controller.

[0114] Optionally, the device is further configured to control the first power supply to power multiple wheel-side controllers and control modules when the voltage state of the first power supply among multiple power supplies meets preset conditions; and to control the second power supply among multiple power supplies to power multiple wheel-side controllers and control modules when the voltage state of the first power supply does not meet preset conditions; wherein the battery capacity of the first power supply is greater than the battery capacity of the second power supply.

[0115] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0116] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0117] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0118] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0119] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0120] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0121] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0122] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0123] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0124] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0125] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A braking system, characterized in that, include: The brake pedal is used to output a braking signal when the brake is applied. A control module, connected to the brake pedal, is used to generate braking forces corresponding to multiple tires based on the braking signal. Multiple wheel-side controllers are deployed next to the multiple tires, including at least one first wheel-side controller and at least one second wheel-side controller. The first wheel-side controller and the second wheel-side controller are communicatively connected to the control module. The sampling port of the first wheel-side controller is electrically connected to the brake pedal. The first wheel-side controller is used to control the corresponding tire to brake based on the braking signal or the braking force output by the control module. The second wheel-side controller is used to control the corresponding tire to brake based on the braking force output by the control module. Multiple power supplies are provided, with the same power supply connected to the control module and the at least one first wheel-side controller, and different power supplies connected to different second wheel-side controllers.

2. The system according to claim 1, characterized in that, The system also includes: Multiple monitoring units are deployed next to the multiple tires and connected to the multiple wheel-side controllers to monitor the wheel speed of the multiple tires; A communication bus, connected to the control module, is used to transmit vehicle status information to the control module; The control module is used to generate braking forces corresponding to each of the multiple tires based on the wheel speeds of the multiple tires, the state information, and the braking signals. Preferably, the control module includes a master controller and a slave controller, which are communicatively connected. The main controller is used to generate braking forces corresponding to the multiple tires based on the wheel speeds of the multiple tires, the status information, and the braking signals output by the brake pedal or the slave controller. The slave controller is used to generate braking force corresponding to each of the multiple tires based on the wheel speed of the multiple tires, the status information, and the braking signal when the master controller malfunctions. Preferably, the wheel-side controller includes: The motor drive module is used to control the operating status of the wheel-side motor based on the braking signal or the braking force output by the control module, and to feed back the status information of the wheel-side motor to the control module.

3. The system according to claim 1, characterized in that, The system also includes: Multiple diodes are provided, with the positive terminals of the diodes respectively connected to the multiple power sources, the negative terminals of the same diode connected to the control module and the at least one first wheel-side controller, and the negative terminals of different diodes connected to different second wheel-side controllers. Multiple voltage detection circuits are connected to the multiple power sources to detect the voltage status of the multiple power sources.

4. A braking control method, characterized in that, The method, applied to the braking system according to any one of claims 1 to 3, comprises: In response to receiving a braking signal from the brake pedal, a braking force corresponding to each of the multiple tires is generated based on the braking signal. Based on the braking force or the braking signal corresponding to at least one first tire among the plurality of tires, the at least one first tire is controlled to brake respectively, wherein a corresponding first wheel-side controller is deployed next to each of the at least one first tire; Based on the braking force corresponding to at least one second tire among the plurality of tires, the at least one second tire is controlled to brake, wherein a corresponding second wheel-side controller is deployed next to each of the at least one second tire.

5. The method according to claim 4, characterized in that, The step of generating braking forces corresponding to multiple tires based on the braking signal includes: Obtain the wheel speeds of the multiple tires, as well as the vehicle's status information; Based on the wheel speed of the multiple tires, the state information, and the braking signal, the braking force corresponding to each of the multiple tires is generated; Preferably, generating the braking force corresponding to each of the plurality of tires based on the wheel speeds of the plurality of tires, the state information, and the braking signal includes: In response to the main controller being normal, the main controller generates the braking force corresponding to each of the multiple tires based on the wheel speed of the multiple tires, the status information, and the braking signal. In response to a main controller malfunction, the slave controller generates braking forces corresponding to each of the multiple tires based on the wheel speeds of the multiple tires, the state information, and the braking signals. Preferably, the method further includes: Based on the braking signal or the braking force output by the control module, the operating state of the wheel-side motor is controlled; The controller feeds back the status information of the wheel-side motor to the control module.

6. The method according to claim 4 or 5, characterized in that, The step of controlling at least one first tire to brake based on the braking force corresponding to at least one first tire among the plurality of tires or the braking signal includes: In response to the first wheel-side controller detecting that the braking signal is normal, the controller controls at least one first tire to brake based on the braking signal. In response to the first wheel-side controller detecting an abnormal braking signal, the first at least one first tire is controlled to brake based on the braking force corresponding to the first at least one first tire; Preferably, the step of generating braking forces corresponding to multiple tires based on the braking signal includes: In response to the main controller detecting an abnormal braking signal and the slave controller detecting a normal braking signal, the braking force corresponding to each of the plurality of tires is generated based on the braking signal received by the slave controller. In response to the main controller and the slave controller detecting an abnormal braking signal, braking forces corresponding to the plurality of tires are generated based on the vehicle speed.

7. The method according to claim 4 or 5, characterized in that, The method further includes: In response to the detection of a hardware fault in the first wheel-side controller, the vehicle speed is limited, and the braking force corresponding to the at least one second tire is regenerated based on the braking signal; In response to the detection of a hardware fault in the second wheel-side controller, a prompt message is sent to the first wheel-side controller via the main controller to increase the braking force corresponding to the at least one first tire and activate the electronic parking brake system; Preferably, the method further includes: In response to detecting a communication failure of the first wheel-side controller, the braking force corresponding to the at least one first tire is regenerated based on the speed difference value corresponding to the at least one first tire; In response to the detection of a communication failure in the second wheel-side controller, the braking force corresponding to the at least one second tire is regenerated based on the braking signal forwarded from the controller.

8. The method according to claim 4 or 5, characterized in that, The method further includes: When the voltage state of the first power supply among multiple power supplies meets preset conditions, the first power supply is controlled to supply power to multiple wheel-side controllers and control modules. If the voltage state of the first power supply does not meet the preset conditions, the second power supply among the plurality of power supplies is controlled to supply power to the plurality of wheel-side controllers and the control module; The battery capacity of the first power source is greater than that of the second power source.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 4 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method of any one of claims 4 to 8.

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