Redundant power supply system and vehicle

Abstract

The invention provides a redundant power supply system and a vehicle, the system is applied to the technical field of power distribution, and the system comprises a first power supply module, a second power supply module, an isolation circuit, a power distribution module and a control module; the first end of the isolation circuit is connected with the first power supply module, the second end of the isolation circuit is connected with the first brake-by-wire system, the third end of the isolation circuit is connected with the first end of the power distribution module, the second end of the power distribution module is connected with the second power supply module, and the third end of the power distribution module is connected with the second brake-by-wire system. The control module is connected with the controlled end of the isolation circuit and the controlled end of the power distribution module. The control module is used for obtaining state information of the power supply branch where the isolation circuit is located, and adjusting the connection state of the isolation circuit and the power distribution module based on the state information. According to the redundant power supply system, two power supply modules are used, safe power distribution of the brake-by-wire system is guaranteed, meanwhile, the cost of the whole vehicle is reduced, the size and the occupied area are reduced, and the safety of vehicle braking is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of power distribution, and particularly relates to a redundant power supply system and a vehicle. BACKGROUND

[0002] With the development of automobile electronic and electrical systems, an electro-mechanical brake (EMB) gradually replaces a traditional hydraulic brake system and is applied to a vehicle. The electro-mechanical brake takes electric energy as a main energy source. In order to ensure that the electro-mechanical brake can be stably powered to normally operate, dual power supply distribution is required to ensure reliable power supply in the event of a fault.

[0003] At present, in the related art, a power generation device, two storage batteries and two traditional power distribution boxes are usually used to supply power to the electro-mechanical brake. However, the two storage batteries and the two traditional power distribution boxes have high costs, large weights and large volumes, and large occupied areas in the vehicle, and are not suitable for the miniaturization development of the vehicle. SUMMARY

[0004] The present application provides a redundant power supply system and a vehicle, and aims to solve the problems that the redundant power supply system in the related art has high costs, large weights and large volumes, large occupied areas in the vehicle, and is not suitable for the miniaturization development of the vehicle.

[0005] In a first aspect, a redundant power supply system is provided, and is applied to a vehicle. The vehicle includes a first electro-mechanical brake system and a second electro-mechanical brake system which are redundant to each other. The redundant power supply system includes a first power supply module, a second power supply module, an isolation circuit, a power distribution module and a control module. A first end of the isolation circuit is connected with the first power supply module, a second end of the isolation circuit is connected with the first electro-mechanical brake system, a third end of the isolation circuit is connected with a first end of the power distribution module, a second end of the power distribution module is connected with the second power supply module, a third end of the power distribution module is connected with the second electro-mechanical brake system, and the control module is connected with a controlled end of the isolation circuit and a controlled end of the power distribution module. The control module is configured to acquire state information on a power supply branch where the isolation circuit is located, and adjust a connection state of the isolation circuit and the power distribution module based on the state information, so as to make the second power supply module supply power to the first electro-mechanical brake system or the second electro-mechanical brake system, or make the first power supply module supply power to the first electro-mechanical brake system or the second electro-mechanical brake system. The state information at least includes at least one of voltage information and current information.

[0006] Based on the above mode, the redundant power supply system provided by the application reduces the cost, size and occupied area of the vehicle by using two power supply modules while ensuring the safe power distribution of the brake-by-wire system and improving the safety of vehicle braking. Combined with the cooperative control of the isolation circuit, the power distribution module and the control module, the stability of the brake-by-wire system and the safety of vehicle braking are provided with multi-dimensional protection. If the first power supply module fails, the second power supply module can supply power to the second brake-by-wire system through the power distribution module. When the second power supply module is abnormal, the first power supply module can still maintain the power input of the two brake-by-wire systems, ensuring that at least one brake-by-wire system of the vehicle works normally and avoiding the interruption of the braking function.

[0007] In a possible design mode, the isolation circuit includes a first switch module, a first end of the first switch module is connected with the first power supply module as a first end of the isolation circuit, and a second end of the first switch module is connected with the first brake-by-wire system as a second end of the isolation circuit; and a second switch module, a first end of the second switch module is connected with the first end of the first switch module and the first power supply module, and a second end of the second switch module is connected with the first end of the power distribution module as a third end of the isolation circuit; wherein a controlled end of the first switch module and a controlled end of the second switch module are connected with the control module as a controlled end of the isolation circuit.

[0008] Based on the above mode, the redundant power supply system provided by the application reduces the cost, size and occupied area of the vehicle by using two power supply modules while ensuring the safe power distribution of the brake-by-wire system and improving the safety of vehicle braking. Combined with the cooperative control of the isolation circuit, the power distribution module and the control module, the stability of the brake-by-wire system and the safety of vehicle braking are provided with multi-dimensional protection. If the first power supply module fails, the second power supply module can supply power to the second brake-by-wire system through the power distribution module. When the second power supply module is abnormal, the first power supply module can still maintain the power input of the two brake-by-wire systems, ensuring that at least one brake-by-wire system of the vehicle works normally and avoiding the interruption of the braking function.

[0009] In a possible design mode, the second switch module includes a first switch unit, a first end of the first switch unit is connected with the first power supply module and the first end of the first switch module as a first end of the second switch module; and a second switch unit, a first end of the second switch unit is connected with a second end of the first switch unit, a second end of the second switch unit is connected with the first end of the power distribution module as a second end of the second switch module, and a controlled end of the first switch unit and a controlled end of the second switch unit are connected with the control module as a controlled end of the second switch module; wherein the control module is further configured to monitor the current of the first flow direction on the power supply branch through the first switch unit, and the control module monitors the current of the second flow direction on the power supply branch through the second switch unit, the first flow direction and the second flow direction being opposite.

[0010] Based on the above mode, the redundant power supply system provided by the application can quickly cut off the affected current path and isolate the fault source while maintaining stable power supply to at least one line control braking system when the first power supply module or the second power supply module is abnormal. Not only improves the adaptability of the system to complex working conditions, but also enhances the accuracy and response speed of fault detection, and guarantees the safety and stability of vehicle braking.

[0011] In a possible design mode, the first switch unit includes a plurality of first switches connected in parallel; the first ends of the plurality of first switches are connected and serve as the first end of the first switch unit, and are connected with the first power supply module and the first end of the first switch module; the second ends of the plurality of first switches are connected and serve as the second end of the first switch unit, and are connected with the first end of the second switch unit; and the controlled ends of the plurality of first switches are connected and serve as the controlled end of the first switch module, and are connected with the control module.

[0012] Based on the above mode, the redundant power supply system provided by the application can improve the current carrying capacity by configuring the first switch unit as a parallel structure of a plurality of first switches, and can meet the large current transmission demand under high load working conditions. At the same time, the system redundancy fault tolerance performance is enhanced, and when part of the switch fails, the remaining normal switch can maintain the current path to ensure the continuity of power supply. The redundant power supply for the vehicle braking system provides efficient and stable switch control, and improves the safe operation level of the system under complex working conditions.

[0013] In a possible design mode, the control module includes a main control unit; a first drive unit connected with the main control unit and the controlled end of the first switch unit; and a second drive unit connected with the main control unit and the controlled end of the second switch unit.

[0014] Based on the above mode, the redundant power supply system provided by the application can accurately control the on-off state of the first switch unit and the second switch unit through the cooperation of the main control unit, the first drive unit and the second drive unit. The control module can provide support for the switching of the power supply path in the redundant power supply system, and further guarantee the power supply safety of the vehicle braking system.

[0015] In a possible design mode, the second switch module further includes a third switch unit, the first end of the third switch unit is connected with the second end of the second switch unit, the second end of the third switch unit is connected with the first end of the power distribution module, and the controlled end of the third switch unit is connected with the main control unit; wherein the main control unit is configured to monitor the current of the first flow direction on the power supply branch through the first switch unit and the third switch unit.

[0016] Based on the above manner, the redundant power supply system provided by the application can effectively suppress the current impact caused by load mutation through the cooperative control of the third switch unit and the first switch unit. When a single switch unit is short-circuited, the other unit can quickly take over the control to avoid the loss of control of the power supply path. Not only the precision of current management is improved, but also the additional fault tolerance capability is provided for the system to ensure stable power supply under complex working conditions and provide protection for stable power supply of the vehicle braking system.

[0017] In a possible design manner, the second switch module further includes a fourth switch unit, a first end of the fourth switch unit is connected with a second end of the third switch unit, a second end of the fourth switch unit is connected with the first end of the power distribution module, and a controlled end of the fourth switch unit is connected with the master control unit; wherein the master control unit is further configured to monitor the current of the second flow direction on the power supply branch through the second switch unit and the fourth switch unit.

[0018] Based on the above manner, the redundant power supply system provided by the application controls the current of the second flow direction on the power supply branch through the cooperative control of the fourth switch unit and the second switch unit. The first switch unit and the third switch unit together realize the control and monitoring of the bidirectional current of the redundant power supply system.

[0019] In a possible design manner, the control module further includes a third drive unit connected with the master control unit and the controlled end of the third switch unit, and a fourth drive unit connected with the master control unit and the controlled end of the fourth switch unit.

[0020] Based on the above manner, the redundant power supply system provided by the application realizes precise driving and state monitoring of the third and fourth switch units through the independent configuration of the third and fourth drive units. Through the unified isolation protection mechanism and differentiated hardware selection, the power supply protection and control capability of the redundant power supply system is improved, the redundant power supply of the wire control braking system is guaranteed, and the running safety of the vehicle is further improved.

[0021] In a possible design manner, the isolation circuit further includes a third switch module, a first end of the third switch module is connected with the first power supply module, a second end of the third switch module is connected with the second end of the first switch module and the first end of the second switch module, and a controlled end of the third switch module is connected with the control module.

[0022] Based on the above manner, the redundant power supply system provided in the application provides independent power supply control modules for the first power supply module to supply power to the rear stage through the third switch module and the control module. When the first power supply module itself is abnormal, the power supply path is quickly cut off, the fault diffusion is blocked, and the rear stage device is protected. In addition, when the rear stage load or switch unit fails, double protection is formed with the rear stage switch to cut off the dangerous current from the source. At the same time, after the third switch module disconnects the power supply path of the first power supply module, the system can maintain the power supply to the first line control braking system through the second power supply module via the isolation circuit, ensuring that the redundant operation capability of the vehicle line control braking system is not affected, and providing support for the high reliability of the vehicle braking system.

[0023] In a second aspect, the vehicle includes a first line control braking system and a second line control braking system which are redundant to each other, and a redundant power supply system according to any optional manner of the first aspect; the redundant power supply system is connected with the first line control braking system and the second line control braking system. The redundant power supply system can provide stable power supply guarantee for the line control braking system of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0024] Figure 1 is a schematic diagram of a framework structure of a redundant power supply system according to a related technology provided in an embodiment of the application;

[0025] Figure 2 is a schematic diagram of a framework structure of a redundant power supply system provided in an embodiment of the application;

[0026] Figure 3 is a schematic diagram of a framework structure of another redundant power supply system provided in an embodiment of the application;

[0027] Figure 4 is a schematic diagram of a framework structure of still another redundant power supply system provided in an embodiment of the application;

[0028] Figure 5 is a schematic diagram of a framework structure of another redundant power supply system provided in an embodiment of the application;

[0029] Figure 6 is a schematic diagram of a framework structure of another redundant power supply system provided in an embodiment of the application;

[0030] Figure 7 is a schematic diagram of a framework structure of another redundant power supply system provided in an embodiment of the application;

[0031] Figure 8 is a schematic diagram of a circuit structure of a redundant power supply system provided in an embodiment of the application;

[0032] Figure 9 is a schematic diagram of a circuit structure of another redundant power supply system provided in an embodiment of the application;

[0033] Figure 10 is a circuit structure schematic diagram of a switch unit provided by an embodiment of the present application;

[0034] Figure 11 is a framework structure schematic diagram of another redundant power supply system provided by an embodiment of the present application;

[0035] Figure 12 is a circuit structure schematic diagram of another redundant power supply system provided by an embodiment of the present application;

[0036] Figure 13 is a circuit structure schematic diagram of another redundant power supply system provided by an embodiment of the present application;

[0037] Figure 14 is a flowchart of a control method of a redundant power supply system provided by an embodiment of the present application;

[0038] Figure 15 is a flowchart of a control method of another redundant power supply system provided by an embodiment of the present application;

[0039] In the drawings:

[0040] 1', a redundant power distribution system; 11', a power generation device; 12', a first storage battery; 13', a second storage battery; 14', a power supply isolator; 15', a first conventional power distribution box; 16', a second conventional power distribution box;

[0041] 1, a first power supply module; 2, an isolation circuit; 21, a first switch module; 22, a second switch module; 221, a first switch unit; 2211, a first switch; 222, a second switch unit; 2221, a second switch; 223, a third switch unit; 224, a fourth switch unit; 24, a third switch module; 25, a fourth switch module; 3, a second power supply module; 4, a first brake-by-wire system; 5, a second brake-by-wire system; 6, a power distribution module; 7, a control module; 71, a master control unit; 72, a first drive unit; 73, a second drive unit; 74, a third drive unit; 75, a fourth drive unit; 76, a fifth drive unit; 77, a sixth drive unit; 78, a seventh drive unit; 8, a fuse box. DETAILED DESCRIPTION

[0042] The technical solutions in the present application will be described clearly and exhaustively in combination with the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0043] Hereinafter, the terms "first" and "second" are used only for descriptive purposes and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more of the features.

[0044] In the industrial background of the continuous advancement of automotive electronic and electrical technology, the brake-by-wire system is gradually replacing the traditional hydraulic brake system and is widely used in vehicles due to its fast response speed, high integration and other advantages. Unlike the traditional hydraulic brake system which relies on brake fluid to transmit pressure energy, the brake-by-wire system completely uses electric energy as the power source, sends brake instructions through the electronic control unit (ECU), and uses the motor to directly drive the pad in the brake caliper to realize the application of brake force. Energy is transmitted by electric wires, and control signals are transmitted by data lines to realize the function of "electric braking".

[0045] Since the brake-by-wire system cancels the mechanical connection and hydraulic backup, its function implementation is highly dependent on the continuity and reliability of power supply. Once a power failure or power anomaly occurs, it will directly lead to brake failure, seriously affecting vehicle safety. Therefore, the brake-by-wire system has very high requirements for power supply redundancy and fault tolerance capability. In order to meet the high reliability requirements of automotive functional safety standards for brake systems and avoid the risk of brake failure caused by single power failure, a dual power distribution system needs to be configured to ensure continuous power supply under fault conditions. Ensure that when one power supply appears short circuit, open circuit, overvoltage or undervoltage and other faults, the other power supply can still continuously and stably supply power to the brake-by-wire system, thereby maintaining the brake function of the brake-by-wire system to meet the requirements of functional safety standards.

[0046] Further, the related art usually adopts a redundant power distribution system composed of a power generation device, a dual battery and a power isolator, for example, as shown in Figure 1As shown, the redundant power distribution system 1' in the related art includes a power generation device 11', a first storage battery 12', a second storage battery 13', a power source isolator 14', a first conventional power distribution box 15', and a second conventional power distribution box 16'. The vehicle includes a first line control braking system 17', a second line control braking system 18', a conventional fuse box 19', and other loads.

[0047] The power generation device 11' serves as a main power source, and the first storage battery 12' and the second storage battery 13' serve as backup power sources. The power source isolator 14', the first conventional power distribution box 15', and the second conventional power distribution box 16' are all provided with regulating elements, and the power sources are distributed and switched by the regulating elements in the power source isolator 14', the first conventional power distribution box 15', and the second conventional power distribution box 16'.

[0048] In normal operation, the power generation device 11' provides power, which is connected to the first conventional power distribution box 15' as a main power supply path. When the first storage battery 12' is used as a backup power source, the first storage battery 12' is connected to the first conventional power distribution box 15' to provide backup power when the power generation device 11' fails or stops. When the second storage battery 13' is used as a backup power source, the second storage battery 13' is connected to the second conventional power distribution box 16' to provide backup power when the power generation device 11' or the first storage battery 12' fails. During this period, the regulating elements of the power source isolator 14' are mainly controlled to select the power supply branch.

[0049] In this scheme, the power generation device 11', the first storage battery 12', and the second storage battery 13' are provided as three power supply devices, and the power source isolator 14', the first conventional power distribution box 15', and the second conventional power distribution box 16' are also provided to realize power distribution and redundant power supply functions. This architecture results in a relatively large overall weight and volume of the redundant power distribution system 1', which occupies a large installation space inside the vehicle and is not suitable for the miniaturization development of the vehicle, and the cost is relatively high.

[0050] Therefore, the embodiments of the present application provide a redundant power supply system and a vehicle, which uses two power supply modules to ensure safe power distribution to the line control braking system, reduce the overall vehicle cost, reduce the volume and occupied area, and improve the safety of vehicle braking.

[0051] The redundant power supply system and the vehicle provided by the embodiments of the present application will be described below with reference to the accompanying drawings.

[0052] The vehicle provided by the embodiment of the present application can be a traditional fuel vehicle, a new energy vehicle or other power vehicles. The vehicle comprises a first brake-by-wire system and a second brake-by-wire system. The first brake-by-wire system and the second brake-by-wire system are functionally redundant to each other, and can independently brake the vehicle, so that the vehicle can complete rapid and stable deceleration or parking function under different driving conditions, and ensure the stability and safety of driving.

[0053] It is worth noting that the first brake-by-wire system and the second brake-by-wire system which are redundant cannot work at the same time. If the first brake-by-wire system and the second brake-by-wire system work at the same time to brake the vehicle, it may cause inconsistent braking effect or over-braking, and there is a problem of braking conflict, which reduces the reliability and safety of the system. Therefore, at the beginning, one of the first brake-by-wire system and the second brake-by-wire system is the main brake-by-wire system, and the other is the redundant brake-by-wire system. For example, the first brake-by-wire system is the main brake-by-wire system by default, and the second brake-by-wire system is the standby brake-by-wire system. At this time, if the first brake-by-wire system is abnormal, the second brake-by-wire system is switched to brake, and vice versa.

[0054] Optionally, the first brake-by-wire system and the second brake-by-wire system can each comprise a brake-by-wire controller, a sensor, an execution motor and other structures, so that each can independently realize all or partial braking function.

[0055] The first brake-by-wire system and the second brake-by-wire system completely use electric energy as power source. Once the power supply of the brake-by-wire system is abnormal, the brake-by-wire system may not work normally, and correspondingly, the vehicle may have the problems of slow braking, insufficient braking force, or even complete loss of braking ability, which affects the normal use of the vehicle, causes the vehicle to collide, lose control and other safety accidents, and has certain safety hazards.

[0056] Therefore, in order to provide reliable support for the brake-by-wire system at the power supply level and ensure that the brake-by-wire system can work stably, thereby improving the overall braking safety of the vehicle, in one example, as shown in Figure 2 The vehicle provided by the embodiment of the present application further comprises a redundant power supply system, which comprises a first power supply module 1, a second power supply module 3, an isolation circuit 2, a power distribution module 6 and a control module 7. The first end of the isolation circuit 2 is connected with the first power supply module 1, the second end of the isolation circuit 2 is connected with the first brake-by-wire system 4, the third end of the isolation circuit 2 is connected with the first end of the power distribution module 6, the second end of the power distribution module 6 is connected with the second power supply module 3, the third end of the power distribution module 6 is connected with the second brake-by-wire system 5, and the control module 7 is connected with the controlled end of the isolation circuit 2 and the controlled end of the power distribution module 6.

[0057] The first power supply module 1 and the second power supply module 3 are both power supply units in the vehicle, for example, a battery or a power generation device. The power generation device is an energy conversion device of the vehicle. After the vehicle is started, the power generation device supplies power to the entire vehicle electrical equipment and also charges the battery. When the vehicle is not started, the battery supplies power to the entire vehicle load. When the engine is idling or stopped, the battery can ensure part or all of the required power for other important systems for a certain period of time. The first power supply module 1 and the second power supply module 3 can be set according to actual needs. For example, if it is desired to save costs, the first power supply module 1 can be set as a power generation device and the second power supply module 3 can be set as a battery. If costs are not considered, the first power supply module 1 and the second power supply module 3 can both be set as a battery or a power generation device, or both can be set as a full intelligent power distribution scheme. The present application does not make specific limitations.

[0058] It is worth noting that the first power supply module 1 and the second power supply module 3 can also be redundantly powered. Initially, one of the first power supply module 1 and the second power supply module 3 is the main power supply and the other is the standby power supply. When the main power supply is abnormal, the standby power supply is switched to supply power. For example, the first power supply module 1 is the main power supply and the second power supply module 3 is the standby power supply. When the first power supply module 1 is abnormal, the second power supply module 3 is switched to supply power. Conversely, the same applies.

[0059] In the embodiment of the present application, the first power supply module 1 is a power generation device and the second power supply module 3 is a battery. The redundant power supply system provided by the present application is exemplarily described to more clearly describe the function implementation in the redundant power supply system running scenario provided by the present application.

[0060] In this example, the control module 7 is configured to obtain state information on the power supply branch where the isolation circuit 2 is located, determine whether the power supply branch needs to be turned on or turned off based on the state information, and adjust the connection state of the isolation circuit 2 and the power distribution module 7 based on the determination result, so as to realize various redundant power supply modes between the first power supply module 1 and the second power supply module 3. For example, the second power supply module 3 supplies power to the first brake-by-wire system 4 or the second brake-by-wire system 5, or the first power supply module 1 supplies power to the first brake-by-wire system 4 or the second brake-by-wire system 5.

[0061] The power supply branch is connected with the first power supply module 1, the second power supply module 3, the power distribution module 6 and the second line control braking system 5, and the on-off of the power supply branch can be controlled by controlling the on-off of the isolation circuit 2 and the power distribution module 6. It can be understood that the power supply branch can serve as the main channel for the first power supply module 1 to supply power to each module, or the power supply branch can serve as the main channel for the second power supply module 3 to provide redundant power supply to each module.

[0062] When the vehicle is woken up, the power supply branch is in the on state by default, at this time, the control module 7 obtains the state information of the power supply branch, which is the current default main power supply for the default main line control braking system to brake, the current information and voltage information flowing to the main line control braking system on the power supply branch.

[0063] For example, in the normal working state, when the vehicle is woken up, the power supply branch is in the on state by default, at this time, the control module 7 obtains the state information of the power supply branch. The control module 7 detects that the state information of the power supply branch is normal, which means that the default main power supply, the power supply branch and the main line control braking system can work normally at this time, and the control module 7 controls the connection state of the isolation circuit 2 and the power distribution module 6. At this time, there can be two power supply modes, one is that the default first power supply module 1 is the main power supply, and the first line control braking system 4 is the main line control braking system, at this time, the control module 7 controls the first end of the isolation circuit 2 to be connected with the second end of the isolation circuit 2, at this time, the isolation circuit 2 is in the first connection state, and the control module 7 controls the first end of the power distribution module 6 to be disconnected with the third end of the power distribution module 6. So that the first power supply module 1 can supply power to the first line control braking system 4 through the isolation circuit 2. The other is that the default first power supply module 1 is the main power supply, and the default second line control braking system 5 is the main line control braking system, then the control module 7 controls the first end of the isolation circuit 2 to be connected with the third end of the isolation circuit 2, at this time, the isolation circuit 2 is in the second connection state, and the control module 7 controls the first end of the power distribution module 6 to be connected with the third end of the power distribution module 6, at this time, the power distribution module 6 is in the first connection state. So that the first power supply system 1 can supply power to the second line control braking system 5 through the isolation circuit 2 and the power distribution module 6. At this time, the second power supply module 3 does not output power, so as to avoid the problem of overvoltage when the first power supply module 1 and the second power supply module 3 supply power at the same time. In addition, when the first power supply module 1 is a power generation device and the second power supply module 3 is a storage battery, the first power supply module 1 can also charge the second power supply module 3 through the isolation circuit 2 and the power distribution module 6. Conversely, if the default second power supply module 3 is the main power supply, the same applies, which will not be described again.

[0064] In an abnormal working state, the control module 7 detects that the voltage or current information of the power supply branch where the isolation circuit 2 is located is abnormal, and determines that this is the abnormal power supply state of the first power supply module 1, and the control module 7 will immediately control the isolation circuit 2 to be turned off, thereby disconnecting the power supply branch between the first power supply module 1 and the second power supply module 3. Avoiding the problem that the faulty power supply (i.e. the first power supply module 1) will affect the normal power supply of the other normal power supply (i.e. the second power supply module 3), resulting in that the first brake-by-wire system 4 and the second brake-by-wire system 5 cannot be normally powered, affecting the normal operation of the first brake-by-wire system 4, the second brake-by-wire system 5 and the vehicle. That is, when the first power supply module 1 is abnormal, by turning off the isolation circuit 2, the normal second power supply module 3 can continuously and stably supply power to the second brake-by-wire system 5, thereby maintaining the braking function of the second brake-by-wire system 5 to meet the braking demand of the vehicle, so that the vehicle can continue to run safely.

[0065] In another abnormal working state, the power supply state of the second power supply module 3 is abnormal, at this time, the control module 7 detects that the voltage or current information of the branch where the power distribution module 6 is located and the second power supply module 3 is abnormal, and determines that this is the abnormal power supply state of the second power supply module 3, and the control module 7 will immediately control the connection between the second end of the power distribution module 6 and the second power supply module 3, thereby disconnecting the connection between the second power supply module 3 and the power supply branch, so as to protect the normal work of other modules in the redundant power supply system from the abnormal influence of the second power supply module 3. In this case, the control module 7 continues to keep the first end of the isolation circuit 2 and the first power supply module 1 conductive, and the first power supply module 1 normally supplies power to the first brake-by-wire system 4, in addition, when the first brake-by-wire system 4 also fails, the control module 7 can also switch to the second communication state to supply power to the second brake-by-wire system 5, so that the vehicle can realize uninterrupted operation of the braking system under different fault types, so that the vehicle can continue to run safely.

[0066] Further, in order to avoid the problem that the second brake-by-wire system 5 is damaged by large current / voltage when the second power supply module 3 has voltage, current and other abnormalities. The power distribution module 6 provided by the application can adopt a traditional power distribution box. The passageway connecting different branches in the traditional power distribution box is provided with a fuse, so that the control module 7 can accurately distribute power based on the fuse in the power distribution module 6. For example, the branch connected with the second power supply module 3 at the second end of the power distribution module 6 is provided with a fuse. When the control module 7 determines that the power supply state of the second power supply module 3 is abnormal based on the state information, it means that the second power supply module 3 cannot supply power normally at this time. In order to avoid the problem that the abnormal second power supply module 3 on the fault side causes the second brake-by-wire system 5 to be damaged through the power supply branch. The control module 7 disconnects the connection branch between the power distribution module 6 and the second power supply module 3 through the fuse, so as to effectively isolate the abnormal second power supply module 3, so that the abnormality does not spread to the power supply branch, thereby avoiding the problem that the power supply on the fault side affects the normal use of the first brake-by-wire system 4 and the second brake-by-wire system 5. At this time, the first power supply module 1 on the normal side is used to supply power to the first brake-by-wire system 4 or the second brake-by-wire system 5 connected with the power supply branch, so as to improve the stability and reliability of the first brake-by-wire system 4 or the second brake-by-wire system 5 in normal braking, thereby improving the overall operation reliability of the vehicle and enhancing the overall safety of the vehicle.

[0067] Among them, the third end of the power distribution module 6 is also provided with a fuse. When the control module 7 detects that the second brake-by-wire system 5 has an abnormality, it can also control the power distribution module 6 to fuse the fuse arranged at the third end, so that the fault is clamped in the second brake-by-wire system 5, and the normal work of other loads and modules in the redundant power supply system is guaranteed.

[0068] In another abnormal working state, if the first brake-by-wire system 4 has a short circuit fault, the voltage output by the first power supply module 1 is pulled down, and even a large fault current is generated. At this time, the control module 7 controls the first end of the isolation circuit 2 to be disconnected with the second end of the isolation circuit 2, so that the power supply branch of the first brake-by-wire system 4 and the first power supply module 1 is completely cut off. On the one hand, it prevents the current from continuously flowing from the first power supply module 1 into the short circuit loop, avoids the damage of the first power supply module 1 due to long-time overcurrent, and prevents the output voltage from being further pulled down. On the other hand, it ensures that the electric energy of the first power supply module 1 can also supply power to the second brake-by-wire system 5 through the first end of the isolation circuit 2 and the third end of the isolation circuit 2. At the same time, the second power supply module 3 can also serve as a redundant power supply to provide standby power supply for the second brake-by-wire system 5 when the first power supply module 1 fails.

[0069] If the first power supply system 1 does not work in this case, the second power supply module 3 supplies power. Then, when the first line control braking system 4 has a short circuit fault and causes the voltage to be pulled down and generate an excessive fault current, the output voltage of the second power supply module 3 will be quickly pulled down by the short circuit loop, and the output current will also increase sharply. The control module 7 detects that the electrical signal state information of the power supply branch is abnormal, and the isolation circuit 2 is quickly turned off to ensure that the second power supply module 3 supplies power to the second line control braking system 5, so that one line control braking system in the vehicle can work normally and maintain the braking safety of the vehicle.

[0070] Therefore, the redundant power supply system provided by the application can reduce the cost, size and occupied area of the vehicle while ensuring the safe power distribution of the line control braking system, and improve the safety of the vehicle braking. The cooperative control of the isolation circuit 2, the power distribution module 6 and the control module 7 provides multi-dimensional protection for the stable operation of the line control braking system and the safety of the vehicle braking. If the first power supply module 1 fails, the second power supply module 3 can supply power to the second line control braking system 5 through the power distribution module 2. When the second power supply module 3 is abnormal, the first power supply module 1 can still maintain the power input of the two line control braking systems, ensuring that at least one line control braking system in the vehicle works normally and avoiding the interruption of the braking function.

[0071] In order to realize the independent isolation control between the first power supply module 1 and the first line control braking system 4 and the power distribution module 6, and improve the fault tolerance and power supply safety of the system in the fault state, in one example, as shown in Figure 3 The isolation circuit 2 includes a first switch module 21, a second switch module 22 and a control module 7. The first end of the first switch module 21 is connected with the first power supply module 1 as the first end of the isolation circuit 2, and the second end of the first switch module 21 is connected with the first line control braking system 4 as the second end of the isolation circuit 2. The first end of the second switch module 22 is connected with the first end of the first switch module 21 and the first power supply module 1, and the second end of the second switch module 22 is connected with the first end of the power distribution module 6 as the third end of the isolation circuit 2. The controlled end of the first switch module 21 and the controlled end of the second switch module 21 are connected with the control module 7 as the controlled end of the isolation circuit 2.

[0072] The isolation circuit 2 includes a first switch module 21 and a second switch module 22. The first switch module 21 is connected with the first power supply module 1, the first line control braking system 4 and the second switch module 22. The first switch module 21 is used to control the current in the branch of the power supply to the first line control braking system 4.

[0073] In normal working state, the control module 7 turns on the switch module in the isolation circuit 2, and the electric energy in the first power supply module 1 can supply power to the first line control braking system 4 through the first switch module 21. At the same time, the electric energy in the first power supply module 1 can also supply power to the second line control braking system 5 through the second switch module 22. On the other hand, the first power supply module 1 is a power generation device, and the second power supply module 3 is a battery, and the power generation device of the first power supply module 1 can also charge the battery of the second power supply module 3.

[0074] For example, when the first power supply module 1 is a power generation device. When the vehicle is not started, that is, the power generation device does not work, the second power supply module 3 provides electric energy for the line control braking system.

[0075] Specifically, the control module 7 in the isolation circuit 2 detects that the state information on the power supply branch is normal, and the control module 7 turns on each switch module in the isolation circuit 2. The electric energy of the second power supply module 3 supplies power to the first line control braking system 4 through the second switch module 22 and the first switch module 21. The working state of the vehicle braking system is ensured.

[0076] In an abnormal working state, when the output of the first power supply module 1 is abnormal, the control module 7 detects that the electric signal on the power supply branch is overvoltage or overcurrent, etc. Abnormal, will immediately turn off the second switch module 22, at the same time, the control module 7 turns off the first switch module 21, to disconnect the connection branch between the power supply branch and the first line control braking system 4. At this time, the power supply branch connected with the first power supply module 1 in the isolation circuit 2 is completely turned off, and the second power supply module 3 starts to supply power to the second line control braking system 5, so as to realize the redundant power supply of the vehicle braking system, and ensure that at least one line control braking system of the vehicle can work normally, and maintain the braking safety of the vehicle.

[0077] In an abnormal working state, when the second power supply module 3 is abnormal, if the power distribution module cannot actively turn off the path with the second power supply module 3, the control module 7 detects that the voltage on the power supply branch is abnormally reduced, the current is interrupted or there is a short circuit current, etc. When the fault occurs, it is immediately determined that the second power supply module 3 cannot supply power normally. At this time, the control module 7 turns off the second switch module 22, so that the fault of the second power supply module 3 is isolated outside the isolation circuit 2, and the conduction state of the first switch module 21 is maintained to ensure that the first power supply module 1 continuously supplies power to the first line control braking system 4. Avoid the interruption of power supply of the braking system caused by the abnormality of the second power supply module 3, so as to ensure the continuity and safety of the vehicle braking function.

[0078] In an abnormal working state, if the first line control braking system 4 has a short circuit fault, the control module 7 detects that the voltage of the first switch module 21 in the power supply branch is pulled low, at this time, there is a risk of a large current impact on the first power supply module 1, at this time, the control module 7 quickly turns off the first switch module 21. At the same time, the control module 7 detects that the power supply branch in which the second switch module 22 is located is normal, the second switch module 22 remains on, and the first power supply module 1 can still supply power to the second line control braking system through the power supply branch in which the second switch module 22 is located. At this time, the first power supply module 1 and the second power supply module 3 can still provide redundant power supply for the second line control braking system, so as to ensure that the second line control braking system 5 can still work stably under the support of double power supply even if the first line control braking system 4 fails due to a fault, and the vehicle braking function is not interrupted.

[0079] Therefore, the redundant power supply system provided by the embodiment of the application works cooperatively with the first power supply module 1, the second power supply module 2, and the isolation circuit 2 including the first switch module 21, the second switch module 22, and the control module 7. When the power supply module is abnormal or the braking system fails, the control module 7 adjusts the on-off state of the switch module in the isolation circuit 2 based on the state information on the power supply branch in real time, realizes rapid switching of the power supply path and fault isolation, and ensures that at least one line control braking system continues to be stably powered.

[0080] In order to improve the adaptability of the redundant power supply system to complex working conditions and the accuracy of fault detection, in one example, as shown in Figure 4 The second switch module 22 includes a first switch unit 221 and a second switch unit 222. The first end of the first switch unit 221 is connected to the first power supply module 1 and the second end of the first switch module 21 as the first end of the second switch module 22. The first end of the second switch unit 222 is connected to the second end of the first switch unit 221, and the second end of the second switch unit 222 is connected to the first end of the power distribution module 6 as the second end of the second switch module 22. The controlled end of the first switch unit 221 and the controlled end of the second switch unit 222 are connected to the control module 7 as the controlled end of the second switch module 22. The control module 7 monitors the current flowing in the first direction on the power supply branch through the first switch unit 221, and monitors the current flowing in the second direction on the power supply branch through the second switch unit 222. The first direction is opposite to the second direction.

[0081] It should be understood that when the first power supply module 1 is a power generation device and the second power supply module 3 is a storage battery, the power generation device supplies power to the first line control braking system 4 and charges the storage battery in the normal working condition, in which case, the current flows from the first power supply module 1 to the second power supply module 3. However, when the power generation device is abnormal, the storage battery needs to supply power to the first line control braking system 4 in reverse, at which time, the current flows from the second power supply module 3 to the first line control braking system 4. If the control module 7 only monitors the unidirectional current, it cannot comprehensively capture the reverse overcurrent, unidirectional current interruption and other abnormalities occurring in the bidirectional electric energy transmission. By monitoring the first flow direction current through the first switch unit 221 and the second flow direction current through the second switch unit 222, the bidirectional current state of the power supply branch can be covered, and a more comprehensive information basis for fault detection can be provided.

[0082] In the following, the control module 7 detects the current flowing from the first power supply module 1 to the second power supply module 3 on the power supply branch through the first switch unit 221, and detects the current flowing from the second power supply module 3 to the first power supply module 1 on the power supply branch through the second switch unit 222 as an example, and the redundant power supply system provided by the present application is exemplarily described.

[0083] Exemplarily, when the first power supply module 1 is abnormal, the current flowing from the first power supply module 1 to the second power supply module 3 may have overcurrent, sudden current reduction and other abnormalities. After the control module 7 detects the abnormal current through the first switch unit 221, it immediately sends a shutdown instruction to the first switch unit 221 to cut off the current path from the first power supply module 1 to the second power supply module 3.

[0084] At the same time, the control module 7 determines that the first power supply module 1 has a fault and does not have the ability to supply power to the first line control braking system 4, and immediately shuts down the first switch module 21 to prevent the first power supply module 1 from continuing to supply power to the first line control braking system 4.

[0085] The second power supply module 3 starts to supply power to the second line control braking system 5, thereby realizing redundant power supply of the vehicle braking system and ensuring that at least one line control braking system of the vehicle can work normally to maintain the braking safety of the vehicle.

[0086] Exemplarily, when the second power supply module 3 is abnormal, the current flowing from the second power supply module 3 to the first power supply module 1 may have overcurrent, undercurrent or interruption and other abnormalities. After the control module 7 detects the abnormal current through the second switch unit 222, it immediately shuts down the second switch unit 222 to cut off the current path from the second power supply module 3, thereby avoiding the abnormal current from being transmitted to the first power supply module 1 and the first line control braking system 4 and reducing the harm to other power systems of the vehicle.

[0087] Meanwhile, the control module 7 determines that the second power supply module 3 loses the ability to supply power to other loads, maintains the on state of the first switch unit 221, ensures that the first power supply module 1 can supply power to the second line control braking system 5 through the power supply branch, and maintains the on state of the first switch module 21, so that the first power supply module 1 continues to supply power to the first line control braking system 4.

[0088] At this time, only the first power supply module 1 provides stable power for the dual-line control braking system, realizes the redundancy protection of the vehicle braking system, ensures that the braking function is not affected by the abnormality of a single power supply module, and maintains the braking safety of the vehicle.

[0089] In this way, by refining the second switch module 22 into the first switch unit 221 and the second switch unit 222, and independently monitoring and controlling the currents in opposite directions, the redundancy power supply system provided by the embodiment of the application can quickly cut off the affected current path when the first power supply module 1 or the second power supply module 3 abnormally, isolate the fault source, and at the same time maintain stable power supply to at least one line control braking system. Not only improves the adaptability of the system to complex working conditions, but also enhances the accuracy and response speed of fault detection, and guarantees the safety and stability of vehicle braking.

[0090] In order to improve the current carrying capacity and redundancy fault tolerance of the first switch unit 221, in one example, as shown in Figure 5 The first switch unit 221 includes a plurality of first switches 2211 in parallel. The first ends of the plurality of first switches 2211 are connected and serve as the first end of the first switch unit 221, and are connected with the first power supply module 1 and the second end of the first switch module 21. The second ends of the plurality of first switches 2211 are connected and serve as the second end of the first switch unit 221, and are connected with the first end of the second switch unit 222. The controlled ends of the plurality of first switches 2211 are connected and serve as the controlled end of the first switch module 221, and are connected with the control module 7.

[0091] In this example, the plurality of first switches 2211 adopt a parallel structure, and the total current of the first switch unit 221 can be shunted among the first switches 2211.

[0092] When the first switch unit 221 is in the on state, the current flowing from the first power supply module 1 to the second switch unit 222 is evenly distributed to each first switch 2211, and through the current superposition effect of the parallel branch, the overall current carrying capacity of the first switch unit 221 is improved, meeting the power transmission demand under large current working conditions.

[0093] In the abnormal working state, when the control module 7 monitors the total current of the power supply branch where the first switch unit 221 is located, if it is determined that one or part of the first switches 2211 has a short circuit failure or other faults, the main control unit 71 will immediately send a shutdown instruction to the first drive unit 72, and the first drive unit 72 outputs a shutdown signal to control all the parallel first switches 2211 to synchronously cut off the path, avoiding the short circuit state of the faulty switch causing the total current to abnormally rise, and preventing overcurrent from causing damage to the first power supply module 1, the second switch unit 222, and the associated braking system.

[0094] If one or part of the first switches 2211 has a circuit breaking failure, the remaining normal first switches 2211 can still maintain the current path, ensuring that the basic conduction function of the first switch unit 221 is not affected, and avoiding the interruption of the entire current path caused by a single switch failure. At the same time, the control module 7 can identify the failed first switch 2211 in time by monitoring the total current of the first switch unit 221 and the state feedback of each switch, and can limit the maximum current, further ensuring the stability of the system operation.

[0095] In addition, the controlled ends of the plurality of first switches 2211 are connected and uniformly receive the driving signal of the control module 7, ensuring that all switches act synchronously, avoiding uneven current distribution or transient overcurrent caused by differences in switch action timing, thereby improving the current carrying capacity and redundancy fault tolerance while ensuring the control consistency and reliability of the first switch unit 221.

[0096] For example, the plurality of first switches 2211 can be selected to be the same size during manufacturing and selection, which makes the driving signal design of the control module 7 more universal, reducing the design complexity and cost of the driving circuit. At the same time, when the first switch unit 221 needs to be maintained or upgraded, the same size of the first switch 2211 facilitates replacement and management, improving the maintainability of the system.

[0097] In this way, by configuring the first switch unit 221 as a parallel structure of a plurality of first switches 2211, the current carrying capacity can be improved to meet the large current transmission demand under high load working conditions. At the same time, the system redundancy fault tolerance performance is enhanced, and when part of the switches have a circuit breaking failure, the remaining normal switches can maintain the current path to ensure the continuity of power supply. This provides efficient and stable switch control for the redundant power supply of the vehicle braking system, and improves the safe operation level of the system under complex working conditions.

[0098] It should be understood that all switch units in the redundant power supply system provided in the application can be configured in a structure formed by parallel connection of a plurality of switch devices of the same specification. The overall current carrying capacity is improved through the shunt effect, the fault response capability is enhanced through the redundant fault tolerance mechanism, and the control consistency is ensured through unified driving, so that the current carrying capacity, fault tolerance performance and control reliability are synergistically optimized at the whole power supply system level, and comprehensive support is provided for the full working condition and stable operation of the redundant power supply of the vehicle braking system. The design principle and control logic are the same as those of the first switch 2211, and therefore will not be described again.

[0099] Optionally, all switch units in the redundant power supply system provided in the application can be hardware switches, N-type metal oxide semiconductor (N-Metal Oxide Semiconductor, NMOS) field effect transistors, P-type metal oxide semiconductor (P-Metal Oxide Semiconductor, PMOS) field effect transistors, insulated gate bipolar transistors (Insulated Gate Bipolar Transistor, IGBT), transistors, relay circuits or other devices or circuits capable of realizing on-off action, which are not limited by the application.

[0100] In order to realize accurate driving and control of the first switch unit 221 and the second switch unit 222, and ensure the timeliness and reliability of the action of the switch module, in one example, as shown in Figure 6 The control module 7 includes a master control unit 71, a first driving unit 72 and a second driving unit 73. The first driving unit 72 is connected to the master control unit 71 and the controlled end of the first switch unit 221. The second driving unit 73 is connected to the master control unit 71 and the controlled end of the second switch unit 222.

[0101] In this example, the control module 7 provides independent driving units for the first switch unit 221 and the second switch unit 222. In the normal working state, the master control unit 71 judges that the working state of the redundant power supply system is normal by continuously monitoring the voltage, current and other parameters of the power supply branch. The master control unit 71 sends a conduction signal to the first driving unit 72, which is converted by the first driving unit 72 to drive the first switch unit 221 to remain conductive, ensuring that the current path of the power flow direction from the first power supply module 1 to the second power supply module 3 is conductive. At the same time, the master control unit 71 sends a conduction signal to the second driving unit 73, so that the second switch unit 222 remains in a conductive state to realize stable transmission of bidirectional current. At this time, the two driving units provide matched driving signals for the corresponding switch units to ensure their reliable work under rated parameters and support the normal power supply of the redundant power supply system to the first line control brake system 4.

[0102] In the abnormal working state, when the main control unit 71 identifies the fault of overcurrent in one direction, abnormal power supply module, etc. through the state parameters of the power supply branch, it will immediately generate a shutdown instruction.

[0103] For example, if the first power supply module 1 overflows, the main control unit 71 determines that there is an abnormality in the first flow direction, and the main control unit 71 sends a shutdown signal to the first drive unit 72. The first drive unit 72 quickly converts into an adaptive shutdown signal, and controls the first switch unit 221 to quickly shut down to isolate the fault path. If the second power supply module 3 has a reverse overcurrent fault, the main control unit 71 determines that there is an abnormality in the second flow direction, and the main control unit 71 sends a shutdown instruction to the second drive unit 73. The second drive unit 73 outputs a shutdown signal to make the second switch unit 222 cut off the second flow direction of the power supply branch where it is located. The main control unit 71 drives the first drive unit 72 and the second drive unit 73 independently, ensuring the timeliness and accuracy of the action of the switch unit when the fault occurs, avoiding the spread of the fault, and providing a reliable execution basis for the main control unit 71 to switch the redundant power supply path.

[0104] In this way, through the cooperation of the main control unit 71, the first drive unit 72 and the second drive unit 73, the control module 7 can accurately control the on-off state of the first switch unit 221 and the second switch unit 222. It provides support for switching the power supply path in the redundant power supply system, and further guarantees the power supply safety of the vehicle braking system.

[0105] In order to realize the detection and limitation of the power supply current of the first flow direction of the power supply branch by the isolation circuit 2, and enhance the redundant power supply reliability of the system in complex fault scenarios, in one example, as shown in Figure 7 The second switch module 22 also includes a third switch unit 223. The first end of the third switch unit 223 is connected with the second end of the second switch unit 222, the second end of the third switch unit 223 is connected with the first end of the power distribution module 6, and the controlled end of the third switch unit 223 is connected with the control module 7 (i.e. the main control unit 71 as shown in the figure).

[0106] It should be understood that the third switch unit 223, together with the first switch unit 221 and the second switch unit 222, constitutes a cascaded power supply path of the second switch module 22. The control module 7 detects the current of the first flow direction on the power supply branch through the first switch unit 221, that is, the current flowing from the first power supply module 1 to the second power supply module 3, and detects the current of the second flow direction on the power supply branch through the second switch unit 222, that is, the current flowing from the second power supply module 3 to the first power supply module 1. The third switch unit 223 and the first switch unit 221 are redundant to each other and jointly control the current flowing from the first power supply module 1 to the second power supply module 3.

[0107] In a normal working state, the third switch unit 223 can cooperate with the first switch unit 221 to detect and limit the current flowing to the power distribution module 6. According to the detection of the first flow current by the first switch unit 221 and the third switch unit 223, the control module 7 can dynamically adjust the conduction degree of the two switches. When the current flowing to the power distribution module 6 approaches the preset threshold, the control module 7 can synchronously or selectively reduce the conduction capacity of the first switch unit 221 and the third switch unit 223, limit the rise of the total current, and prevent the impact of load mutation on the upstream power supply module. Moreover, the redundant configuration of the two switch units ensures the timeliness and stability of current control, even if one switch unit responds slightly slower, the other can quickly adjust.

[0108] For example, in an abnormal working state, when the second line control braking system 5 carried by the power distribution module 6 has a current mutation, the control module 7 can control the third switch unit 223 to respond quickly and limit the size of the current passing through the third switch unit 223, so as to avoid the influence of overload current on the normal work of other switches of the isolation circuit 2 and other power supply modules, and enhance the reliability of redundant power supply under local load mutation or single switch unit failure.

[0109] In another abnormal working state, when the first switch unit 221 cannot normally detect or control the first flow current due to internal switch device damage, control signal abnormality, etc., the control module 7 can intervene through the third switch unit 223 to realize the detection and limitation of the current flowing from the first power supply module 1 to the second power supply module 3. At this time, the third switch unit 223 can replace part of the function of the first switch unit 221 to ensure uninterrupted detection and control of the forward current transmission and maintain the redundant control of the power supply path.

[0110] It is worth noting that the first switch unit 221 and the third switch unit 223 are redundant and jointly control the first flow current. The control of unilateral current flow can use different types of switch tubes to distribute high functional safety level requirements to different devices. At the same time, due to the differences in manufacturing process, device structure, etc. of different types of switch tubes, common cause failures caused by defects of the same batch of devices, same external interference sensitive points, etc. can be effectively avoided, further improving the reliability and safety of the system when controlling the first flow current.

[0111] In this way, the cooperative control of the third switch unit 223 and the first switch unit 221 can effectively suppress the current impact caused by load mutation, and when a single switch unit is short-circuited, the other unit can quickly take over the control to avoid the out-of-control of the power supply path. Not only improves the accuracy of current management, but also provides additional fault tolerance for the system to ensure stable power supply under complex working conditions and provides protection for stable power supply of the vehicle braking system.

[0112] To enable isolation circuit 2 to detect and limit the supply current in the second direction of its power supply branch, in one example, such as Figure 7 As shown, the second switch module 22 also includes a fourth switch unit 224. The first end of the fourth switch unit 224 is connected to the second end of the third switch unit 223, the second end of the fourth switch unit 224 is connected to the first end of the power distribution module 6, and the controlled end of the fourth switch unit 224 is connected to the control module 7.

[0113] The control module 7 detects the current in the second direction on the power supply branch through the second switch unit 222, which is the current flowing from the second power supply module 3 to the first line control braking system 4. The fourth switch unit 224 and the second switch unit 222 are redundant and can jointly control the current flowing from the second power supply module 3 to the first line control braking system 4.

[0114] It is worth noting that the fourth switch unit 224 can work with the second switch unit 222 to detect and limit the current flowing to the first linear control braking system 4. The specific implementation logic of this process can be referred to the implementation logic of the first switch unit 221 and the third switch unit 223 working together to control the first current flow. This will not be elaborated further.

[0115] To achieve independent drive control of the third switching unit 223 and the fourth switching unit 224, and to ensure that they can synchronously or differentially perform actions such as switching on / off and current limiting according to the instructions of the main control unit 71, in one example, such as Figure 7 As shown, the control module 7 also includes a third drive unit 74 and a fourth drive unit 75. The third drive unit 74 is connected to the controlled terminals of the main control unit 71 and the third switch unit 223. The fourth drive unit 75 is connected to the controlled terminals of the main control unit 71 and the fourth switch unit 224.

[0116] In this example, by configuring independent drive units 74 and 75 for the third switch unit 223 and the fourth switch unit 224 respectively, the control signals output by the main control unit 71 as turn-on / turn-off commands and current limiting adjustment signals can be processed by the corresponding drive units for level conversion, power amplification, etc., to meet the drive requirements of the third switch unit 223 and the fourth switch unit 224.

[0117] For example, when the master control unit 71 determines that the current flowing to the power distribution module 6 needs to be limited, the third driving unit 74 can be used to adjust the conduction degree of the third switch unit 223. If the second flow of fault current needs to be cut off, the fourth driving unit 75 can quickly output a shutdown signal to the fourth switch unit 224 to avoid control delay or misoperation caused by shared driving signals. At the same time, the independent driving unit can also preprocess the state feedback signal of the switch unit it controls, improving the accuracy of the master control unit 71 in monitoring the switch state, and further ensuring the reliability of the cooperative control of the third and fourth switch units and other units.

[0118] For example, the third driving unit 74 and the fourth driving unit 75 can use the same isolation and protection mechanism as the first driving unit 72 and the second driving unit 73 in hardware design. Overvoltage protection, overtemperature protection, and short circuit protection circuits can be integrated on the driving unit. When the third switch unit 223 and the fourth switch unit 224 have gate overvoltage, driving loop short circuit, or other driving abnormalities, the driving signal can be quickly cut off to prevent the fault from spreading to the master control unit 71.

[0119] It is worth noting that the first driving unit 72, the second driving unit 73, the third driving unit 74, and the fourth driving unit 75 correspond to the control of the first switch unit 221, the second switch unit 222, the third switch unit 223, and the fourth switch unit 224, respectively. The first switch unit 221 controlled by the first driving unit 72 cooperates with the third switch unit 223 controlled by the third driving unit 74 to control the first flow of power current. Correspondingly, the second switch unit 222 controlled by the second driving unit 73 cooperates with the fourth switch unit 224 controlled by the fourth driving unit 75 to control the second flow of power current. For unilateral current flow monitoring, the first driving unit 72 and the third driving unit 74, and the second driving unit 73 and the fourth driving unit 75 can use different types of driving chips, and the corresponding switch tube groups can also use different series of devices. At the same time, due to the inherent differences in internal circuit design, manufacturing process, anti-interference characteristics, and failure modes of different types of driving chips, the risk of common cause failure caused by the same design defects, batch problems, or specific environmental stresses (such as electromagnetic interference and temperature fluctuations) can be effectively avoided, further enhancing the independence and reliability of the unilateral current control link and providing a bottom-layer hardware guarantee for accurate control of bidirectional current.

[0120] In this way, the independent configuration of the third driving unit 74 and the fourth driving unit 75 not only realizes accurate driving and state monitoring of the third switch unit 223 and the fourth switch unit 334, but also improves the power supply protection and control capability of the redundant power supply system through a unified isolation protection mechanism and differentiated hardware selection, ensuring the redundant power supply of the line control system and further improving the operation safety of the vehicle.

[0121] For example, such as Figure 8 , Figure 9 As shown, all switching units in the redundant power supply system provided in this application are represented by an NMOS. The composition of the switching unit is only for illustrative purposes. Each switching unit in the redundant power supply system provided in this application can also use multiple transistors connected in parallel or any other switching transistor configuration. This application does not impose any limitations on the embodiments.

[0122] like Figure 8 As shown, in the isolation circuit 2, the first switching module 21 uses an NMOS, which can control the magnitude of the current flowing into the first line control braking system 4 from the first power supply system 1 and the second power supply system 3.

[0123] In this example, the second switching module only includes a first switching unit 221, a second switching unit 222, and a third switching unit 223. The first switching unit 221 and the second switching unit 222 can control bidirectional current. Furthermore, redundant switching control and current limiting in the first direction of flow can be achieved through the first switching unit 221 and the third switching unit 223. In this case, the current flowing to the first linear braking system 4 can be collaboratively controlled by the NMOS transistor used in the second switching module 21 and the third switching unit 223, forming redundant protection with dual switches. This ensures that the current flowing into the first linear braking system 4 is always within a safe range, and the reliability of current limiting is guaranteed through the redundant switching configuration.

[0124] In this example, the second switch module omits the fourth switch module 224, which simplifies the hardware structure while retaining the core redundant control function. This can effectively reduce the overall cost of the redundant power supply system, while also taking into account the vehicle braking system's requirements for power supply safety and economy.

[0125] For example, such as Figure 9 As shown, a fourth switch module 224 is added to the isolation circuit 2, making the fourth switch module 224 and the second switch unit 222 redundantly configured to jointly undertake the detection and control functions of the second current flow. At this time, the first end of the fourth switch unit 224 is connected to the second end of the third switch unit 223, the second end is connected to the power distribution module 6, and the controlled end is connected to the fourth drive unit 75 of the control module 7.

[0126] By adding the fourth switch unit 224, the system's control of the second flow direction current is upgraded from a single node to a dual-node cooperative work. Under normal working conditions, the second switch unit 222 cooperates with the fourth switch unit 224 to realize layered detection and current limiting of the current. When the second switch unit 222 fails, the fourth switch unit 224 can quickly take over under the instruction of the control module 7, ensuring that the control of the second flow direction current is not interrupted. This design further improves the redundancy protection mechanism of the second flow direction on the basis of retaining the redundancy control of the NMOS of the third switch unit 223 and the first switch module 21 to the first flow direction current, so that the isolation circuit 2 forms full-link redundancy coverage for the control of the bidirectional current. Although the hardware cost is increased, the fault tolerance of the system in complex fault scenarios is significantly improved, and it is more suitable for application scenarios with higher requirements for power supply safety. Figure 9 The scheme increases the hardware cost, but significantly improves the fault tolerance of the system in complex fault scenarios, and is more suitable for application scenarios with higher requirements for power supply safety.

[0127] As shown in the example, the switch unit in the redundant power supply system provided by the application can also adopt a structure of multiple NMOS in parallel. In the figure, six NMOS are connected in parallel. The number of switch tubes in each switch unit needs to be calculated according to the size of the current passing through the branch where it is located and the current passing capacity of the switch tube at different temperatures, and is not fixed. The application does not limit this. Figure 10

[0128] In this example, the first switch unit 221 and the third switch unit 223 are mutually redundant, and when the NMOS tubes inside them are opened, they realize the suppression of the current in the first flow direction. The second switch unit 222 and the fourth switch unit 224 are mutually redundant, and when the NMOS tubes inside them are opened, they realize the suppression of the current in the second flow direction.

[0129] It should be understood that by increasing the number of parallel NMOS tubes in each switch unit, the current carrying capacity of the switch unit can be significantly improved. The redundant power supply system provided by the application can adapt to the power consumption demand of the brake-by-wire system under different working conditions. As an example, when the brake-by-wire system performs high-intensity operations such as emergency braking, the required power supply current will increase sharply. The multi-NMOS parallel structure can reduce the current load of a single device through the shunt effect, avoid damage to the device caused by overcurrent, and thus stably realize large-current power supply to the brake-by-wire system. At the same time, the first switch unit 221 and the third switch unit 223 or the second switch unit 222 and the fourth switch unit 224, each with a multi-NMOS structure, can further improve the precision and response speed of current limiting through cooperative control while ensuring large-current transmission, taking into account the dual needs of power supply capacity and safety protection.

[0130] In order to realize independent control of the on-off of the current supplied by the first power supply module 1 to the rear stage, in one example, as shown in Figures 11 to 13 ​As shown, the isolation circuit 2 further comprises a third switch module 24. The first end of the third switch module 24 is connected with the first power supply module 1, the second end of the third switch module 24 is connected with the second end of the first switch module 21 and the first end of the second switch module 22, and the controlled end of the third switch module 24 is connected with the control module 7.

[0131] In this example, the third switch module 24 independently controls the on-off of the first power supply module 1 to the power supply of the rear stage.

[0132] For example, when the control module 7 detects that the first power supply module 1 has abnormal conditions such as overvoltage, overcurrent, short circuit or unstable output, it will quickly send a control signal to the third switch module 24 to disconnect it. At this time, the connection of the first power supply module 1 with the first line control braking system 4, and the first switch module 21 and the second switch module 22 in the isolation circuit 2 is directly cut off. The abnormal power of the first power supply module 1 cannot be input to the rear device, and at the same time, it can also prevent the failure of the first power supply module 1 from spreading to the first line control braking system 4 and other switch units in the isolation circuit 2 through the power supply branch, avoiding impact damage to other units and ensuring the normal operation of other modules.

[0133] In addition, at this time, the second power supply module 3 can also supply power to the first line control braking system 4 through the isolation circuit 2, ensuring that the redundant line control braking system in the vehicle works and ensuring the safe operation of the vehicle.

[0134] For example, if the first line control braking system 4 has a short circuit or the branch associated with the second switch module 22 has an overload failure, and the current caused by these failures has exceeded the current limiting capability of the first switch module 21 and the second switch module 22, the control module 7 will control the third switch module 24 to disconnect. The current output from the first power supply module 1 at the power supply source is cut off, and the rear stage switch unit forms a double block.

[0135] In this example, when the first line control braking system 4 is short-circuited and the NMOS tube of the first switch module 21 triggers protection due to overcurrent but fails to completely cut off the current, the disconnection of the third switch module 24 can completely block the continuous input of the current of the first power supply module 1, effectively preventing the failure from further expanding and protecting the safety of the entire redundant power supply system.

[0136] Thus, the third switch module 24 provides independent power supply control module for the first power supply module 1 to the rear stage power supply through the control module 7. When the first power supply module 1 itself is abnormal, the path is quickly cut off, the fault is blocked, and the rear stage device is protected. In addition, when the rear stage load or switch unit fails, a double protection is formed with the rear stage switch to cut off the dangerous current from the source. At the same time, after the third switch module 24 disconnects the power supply path of the first power supply module 1, the system can maintain the power supply to the first line control braking system 4 through the second power supply module 3 via the isolation circuit 2, ensuring that the redundant operation capability of the vehicle line control braking system is not affected, and providing support for the high reliability of the vehicle braking system power supply.

[0137] In order to improve the power demand and power supply protection of other modules in the vehicle power supply system, for example, as shown in Figure 12 , the application provides a redundant power supply system, which further comprises a fifth drive unit 76 for independently controlling the first switch module 21, a sixth drive unit 77 for independently controlling the third switch module 25, a fuse box 8 for supplying power to other low-voltage power loads in the vehicle, a fourth switch module 25 for independently controlling and protecting the power supply current of the fuse box branch, and a seventh drive unit 78 for independently controlling the fourth switch module 25.

[0138] The fuse box 8 provides traditional power distribution for peripheral small current loop loads and provides power supply support for the controller devices of the first power supply module 1. The loads in the fuse box 8 are connected to each other. The application provides total power distribution for each load loop of the fuse box 8 through the isolation circuit 2, so as to ensure that when the load loop of the fuse box 8 appears a short circuit fault, the system voltage will not be pulled down below the controller function restart voltage, thereby ensuring that the related controller devices and small current loads can stably operate.

[0139] In addition, the application embodiment further provides a detection method of the redundant power supply system. Figure 14 is a flow diagram of a detection method of a redundant power supply system provided by the application embodiment. The method S100 comprises S101 to S112, and S101 and S112 will be described in detail below. The detection method is applied to the above-mentioned redundant power supply system, and the redundant power supply system can be as shown in Figures 2 to 13 .

[0140] S101, when the power supply mode of the vehicle is off, the first power supply module does not work.

[0141] S102, whether the second switch module in the isolation circuit is closed; if yes, S103 or S106 is executed; if no, S109 or S110 is executed.

[0142] For example, the control module can acquire current information flowing through the second switch module or voltage information across the second switch module to determine whether the second switch module in the isolation circuit is closed.

[0143] S103, whether the first switch module is closed; if yes, perform S104; if no, perform S105.

[0144] S104, the first line control braking system works normally.

[0145] For example, if the first switch module in the isolation circuit is closed, it means that the power supply branch in which the isolation circuit is located is connected at this time. At this time, the first power supply module or the second power supply module can supply power to the first line control braking system, so that the first line control braking system can work normally at this time.

[0146] S105, the first line control braking system does not work.

[0147] For example, if the first switch module in the isolation circuit is closed, it means that the power supply branch in which the isolation circuit is located is connected at this time. At this time, the first power supply module or the second power supply module can supply power to the first line control braking system, so that the first line control braking system can work normally at this time.

[0148] S106, whether the fuse in the power distribution module is blown; if yes, perform S107; if no, perform S108.

[0149] S107, the second line control braking system does not work.

[0150] For example, if the fuse in the power distribution module is blown, it means that the connection branch between the second line control braking system and the power distribution module is disconnected at this time. At this time, the first power supply module and the second power supply module cannot supply power to the second line control braking system, so that the second line control braking system does not work at this time.

[0151] S108, the second line control braking system works normally.

[0152] For example, if the fuse in the power distribution module is not blown, it means that the connection branch between the second line control braking system and the power distribution module is connected at this time. At this time, the first power supply module or the second power supply module can supply power to the second line control braking system, so that the second line control braking system works at this time.

[0153] S109, the first line control braking system does not work.

[0154] S110, whether the fuse in the power distribution module is blown; if yes, perform S111; if no, perform S112.

[0155] S111, the second line control braking system does not work.

[0156] S112, the second brake-by-wire system works normally.

[0157] It is worth mentioning that, in the embodiments provided in the present application, the first brake-by-wire system and the second brake-by-wire system are functionally redundant, because the first brake-by-wire system and the second brake-by-wire system cannot work at the same time, so when the first brake-by-wire system and the second brake-by-wire system can normally be powered, the first brake-by-wire system works normally by default, preventing the brake-by-wire system from working at the same time, causing brake logic conflicts, energy distribution confusion, and even possibly causing abnormal brake effect, thereby ensuring the orderliness and safety of vehicle brake control.

[0158] In summary, by monitoring the closed state of the first and second switch modules and the blown state of the fuse in the power distribution module, the working state of the first brake-by-wire system and the second brake-by-wire system can be correspondingly known. The above detection method is applied to the redundant power supply system, and thus has all the effects that can be achieved by the redundant power supply system. For this reason, no further description is given.

[0159] In one example, Figure 15 is a flow diagram of another detection method of a redundant power supply system provided in an embodiment of the present application. The method S200 includes S201 to S226, which are described in detail below. The detection method is applied to the redundant power supply system as described above, which can be as shown in Figures 2 to 13 .

[0160] S201, the power supply mode of the vehicle starts.

[0161] S202, whether the first power supply module works; if yes, S203 is executed, and if no, S216 is executed.

[0162] S203, whether the second switch module in the isolation circuit is closed; if yes, S204 or S205 is executed, and if no, S210 or S213 is executed.

[0163] S204, whether the first switch module is closed; if yes, S205 is executed, and if no, S206 is executed.

[0164] S205, the first brake-by-wire system works normally.

[0165] S206, the first brake-by-wire system does not work.

[0166] S207, whether the fuse in the power distribution module is blown; if yes, S208 is executed; and if no, S209 is executed.

[0167] S208, the second brake-by-wire system does not work.

[0168] S209, the second brake-by-wire system is normal.

[0169] S210, the first switch module is closed; if yes, S205 is executed; if no, S206 is executed.

[0170] S211, the first brake-by-wire system is normal.

[0171] S212, the first brake-by-wire system is not normal.

[0172] S213, whether the fuse in the power distribution module is blown; if yes, S214 is executed; if no, S215 is executed.

[0173] S214, the second brake-by-wire system is not normal.

[0174] S215, the second brake-by-wire system is normal.

[0175] S216, whether the second switch module in the isolation module is closed; if yes, S217 is executed; if no, S223 or S224 is executed.

[0176] S217, whether the first switch module is closed; if yes, S218 is executed; if no, S219 is executed.

[0177] S218, the first brake-by-wire system is normal.

[0178] S219, the first brake-by-wire system is not normal.

[0179] S220, whether the fuse in the power distribution module is blown; if yes, S221 is executed; if no, S222 is executed.

[0180] S221, the second brake-by-wire system is not normal.

[0181] S222, the second brake-by-wire system is normal.

[0182] S223, the first brake-by-wire system is not normal.

[0183] S224, whether the fuse in the power distribution module is blown; if yes, S225 is executed; if no, S226 is executed.

[0184] S225, the second brake-by-wire system is not normal.

[0185] S226, the second brake-by-wire system is normal.

[0186] In summary, by monitoring the closed state of the first and second switch modules and the blown state of the fuse in the power distribution module, the working state of the first and second brake-by-wire systems can be correspondingly known. The above detection method is applied to the redundant power supply system, thus having all the effects that can be achieved by the redundant power supply system. Details are not described herein.

[0187] The embodiments of the present application also provide a vehicle, which comprises a first brake-by-wire system 4 and a second brake-by-wire system 5, and the redundant power supply system according to any of the optional modes described above, which is connected with the first brake-by-wire system 4 and the second brake-by-wire system 5. The redundant power supply system can provide stable power supply guarantee for the brake-by-wire system of the vehicle, thus having all the effects that can be achieved by the redundant power supply system. Details are not described herein.

[0188] The technical features of the above embodiments can be combined in any manner. To make the description concise, all possible combinations of the technical features in the above embodiments are not described. However, as long as the combinations of the technical features do not exist contradictions, they should be considered as the scope of the present application.

[0189] The above embodiments only express several implementation manners of the present application, and the description is specific and detailed, but it should not be considered as a limitation on the patent application scope. It should be pointed out that, for those skilled in the art, some modifications and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the patent protection scope of the present application should be subject to the appended claims.

Claims

1. A redundant power supply system applied to a vehicle, the vehicle comprising a first brake-by-wire system and a second brake-by-wire system which are redundant to each other, characterized in that, The redundant power supply system comprises a first power supply module, a second power supply module, an isolation circuit, a power distribution module and a control module; The first end of the isolation circuit is connected with the first power supply module, the second end of the isolation circuit is connected with the first brake-by-wire system, the third end of the isolation circuit is connected with the first end of the power distribution module, the second end of the power distribution module is connected with the second power supply module, the third end of the power distribution module is connected with the second brake-by-wire system, and the control module is connected with the controlled end of the isolation circuit and the controlled end of the power distribution module; The control module is configured to acquire state information on a power supply branch where the isolation circuit is located, and adjust the connection state of the isolation circuit and the power distribution module based on the state information, so that the second power supply module supplies power to the first brake-by-wire system or the second brake-by-wire system, or the first power supply module supplies power to the first brake-by-wire system or the second brake-by-wire system. The state information at least includes at least one of voltage information and current information.

2. The redundant power supply system of claim 1, wherein, The isolation circuit comprises: A first switch module, the first end of the first switch module is the first end of the isolation circuit and is connected with the first power supply module, and the second end of the first switch module is the second end of the isolation circuit and is connected with the first brake-by-wire system; and A second switch module, the first end of the second switch module is connected with the first end of the first switch module and the first power supply module, and the second end of the second switch module is the third end of the isolation circuit and is connected with the first end of the power distribution module; The controlled end of the first switch module and the controlled end of the second switch module are the controlled end of the isolation circuit and are connected with the control module.

3. The redundant power supply system of claim 2, wherein, The second switch module comprises: A first switch unit, the first end of the first switch unit is the first end of the second switch module and is connected with the first power supply module and the first end of the first switch module; and A second switch unit, the first end of the second switch unit is connected with the second end of the first switch unit, the second end of the second switch unit is the second end of the second switch module and is connected with the first end of the power distribution module, and the controlled end of the first switch unit and the controlled end of the second switch unit are the controlled end of the second switch module and are connected with the control module; The control module is further configured to monitor the current of the first flow direction on the power supply branch through the first switch unit and monitor the current of the second flow direction on the power supply branch through the second switch unit, the first flow direction being opposite to the second flow direction.

4. The redundant power supply system of claim 3, wherein, The first switch unit comprises a plurality of first switches connected in parallel. First ends of the first switches are connected and serve as first ends of the first switch unit, and are connected with the first power supply module and the first end of the first switch module. Second ends of the first switches are connected and serve as second ends of the first switch unit, and are connected with the first end of the second switch unit. Controlled ends of the first switches are connected and serve as controlled ends of the first switch module, and are connected with the control module.

5. The redundant power supply system of claim 3, wherein, The control module comprises: a master control unit; a first drive unit connected with the master control unit and the controlled end of the first switch unit; and a second drive unit connected with the master control unit and the controlled end of the second switch unit.

6. The redundant power supply system of claim 5, wherein, The second switch module further comprises: a third switch unit, a first end of the third switch unit being connected with a second end of the second switch unit, a second end of the third switch unit being connected with a first end of the power distribution module, and a controlled end of the third switch unit being connected with the master control unit; wherein the master control unit is configured to monitor the current of the first flow direction on the power supply branch through the first switch unit and the third switch unit.

7. The redundant power supply system of claim 6, wherein, The second switch module further comprises: a fourth switch unit, a first end of the fourth switch unit being connected with a second end of the third switch unit, a second end of the fourth switch unit being connected with the first end of the power distribution module, and a controlled end of the fourth switch unit being connected with the master control unit; wherein the master control unit is further configured to monitor the current of the second flow direction on the power supply branch through the second switch unit and the fourth switch unit.

8. The redundant power supply system of claim 7, wherein, The control module further comprises: a third drive unit connected with the master control unit and the controlled end of the third switch unit; and a fourth drive unit connected with the master control unit and the controlled end of the fourth switch unit.

9. The redundant power supply system according to any of claims 2 to 8, characterized in that, The isolation circuit further comprises: a third switch module, a first end of the third switch module being connected with the first power supply module, a second end of the third switch module being connected with the second end of the first switch module and the first end of the second switch module, and a controlled end of the third switch module being connected with the control module.

10. A vehicle characterized by comprising: The vehicle comprises: a first line control braking system; a second line control braking system; and the redundant power supply system according to any one of claims 1 to 9, the redundant power supply system being connected with the first line control braking system and the second line control braking system.

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