EMB electronic mechanical braking system and method based on information storage and software and hardware information encryption

Abstract

The invention relates to an EMB electronic mechanical braking system and method based on information storage and software and hardware information encryption. The system comprises a braking execution module which automatically activates or releases parking braking; the data communication module supports standard or extended frame transmission, each path is compatible with CANFD, and more Buffer data exist; the motor control module adopts an integrated pre-drive and high-precision angle sensor to realize three-path half-bridge current acquisition and multi-algorithm control; the information storage module stores braking data and fault information through an external EEPROM. And the information encryption module encrypts and protects data by means of a hardware encryption chip and an AES-128-CMAC algorithm. According to the EMB electronic mechanical braking system and method based on information storage and software and hardware information encryption, through comprehensive technical means such as pure electric driving, modular design structure optimization and software and hardware dual encryption information security guaranteeing, the risk of brake fluid leakage can be effectively eliminated, the maintenance cost can be reduced, the braking delay can be shortened, the GB44495-2024 requirement can be met, and the application prospect is wide. The device is suitable for 12V / 24V vehicles, and a safe and efficient scheme is provided.

Description

Technical Field

[0001] This application relates to the field of braking systems, and more particularly to an EMB electromechanical braking system and method based on information storage and hardware / software information encryption. Background Technology

[0002] With the development of the electric vehicle industry, the "new four modernizations" (electrification, intelligence, connectivity, and sharing) of electric vehicles are driving a comprehensive revolution in the automotive industry. In the braking system field, the current system still relies on hydraulic braking, specifically the IPB braking system. This presents problems such as brake fluid leakage risks, high maintenance difficulty, and delayed response. Furthermore, with the imminent implementation of GB44495-2024 "Technical Requirements for Information Security of Automobiles" on January 1, 2026, and as this standard is mandatory, all new vehicle models must meet it. Therefore, the existing IPB hydraulic braking system no longer meets the requirements of future new models from various automakers. Summary of the Invention

[0003] In view of this, this application proposes an EMB electromechanical braking system based on information storage and hardware / software information encryption, comprising: The braking actuator module is used to automatically activate or release the parking brake depending on whether the vehicle is stationary or in motion. The data communication module supports the transmission of standard frame data and extended frame data. Each channel is compatible with the CANFD protocol and is configured with more buffer data. The motor control module uses an integrated pre-drive chip and a high-precision angle sensor chip to complete the high-precision acquisition of three-channel half-bridge current and control of various algorithms. The information storage module is used to store braking process data and fault information via an external EEPROM. The EEPROM supports electronic erasure and rewriting. The information encryption module is used to receive random numbers generated by the MCU through a hardware encryption chip and encrypt and send them back. At the same time, it uses the AES-128-CMAC algorithm to encrypt and authenticate CAN communication data and stored data.

[0004] In one possible implementation, the braking actuation module includes a motor, a brake lever, a clamping device, a parking structure, and a controller. The brake is connected to the motor drive and is used to lock the motor when the vehicle is stationary to limit the motor rotation and fix the friction pads to the surface of the brake disc, thereby preventing the vehicle from moving. The clamping device is connected to the output end of the motor. After receiving the braking command issued by the controller, it converts the rotational motion of the motor into the linear motion of the friction pad, pushing the friction pad closer to the brake disc and making contact to generate braking friction. The parking mechanism is connected to the brake, and its operation is controlled by the controller according to the vehicle stationary or start signal. When the vehicle is stationary, the brake is triggered to lock the motor to activate the parking brake. When the vehicle starts or needs to be released from parking, the brake is triggered to release the motor to release the parking brake. The controller is electrically connected to the motor, brake, clamping device and parking structure respectively. It is used to receive the driver's pedal pressure signal transmitted by the vehicle pedal sensor and the vehicle speed signal transmitted by the wheel speed sensor. Based on the vehicle speed signal, it outputs corresponding control commands to the motor, brake, clamping device and parking structure to coordinate the various components to complete the service braking or parking braking action.

[0005] In one possible implementation, the data communication module is equipped with three CAN communication units, each of which supports the CANFD protocol. The signal interaction terminals of the three CAN communication units are respectively connected to the data port of the system MCU and the vehicle control system to realize multi-channel, efficient data transmission between the EMB system and the vehicle. At the same time, interfaces for acquiring wheel speed sensor signals, frequency signals, SENT signals and analog signals are reserved.

[0006] In one possible implementation, the high-precision angle sensor chip in the motor control module has an accuracy error of ≤1°. Its signal output terminal is connected to the signal input terminal of the MCU to collect motor angle data and transmit it to the MCU, enabling the MCU to perform high-response and accurate control of the motor. The integrated pre-drive chip has an adjustable current acquisition amplification factor and is compatible with control algorithms including current loop control algorithm, speed loop control algorithm, angle loop control algorithm, magnetic field orientation control algorithm and six-step commutation algorithm. The pre-drive chip also has a built-in fault diagnosis function. When the system experiences a short circuit, open circuit or over-temperature fault, it can cut off the MCU's control over the pre-drive chip and stop the braking system from running.

[0007] In one possible implementation, the information storage module includes the Flash memory unit built into the MCU; The Flash memory unit and the external EEPROM form a dual storage structure; The external EEPROM retains the stored data without loss when the system is powered off or malfunctions, and is used to store key data and fault information of the braking process for a long time. The Flash storage unit is used to temporarily store real-time data during system operation.

[0008] In one possible implementation, the information encryption module includes a hardware encryption unit and a software encryption unit; The hardware encryption unit is an independent hardware encryption chip. The bidirectional data interaction terminal of the hardware encryption chip is connected to the encryption signal port of the system MCU. It is used to receive random numbers generated by the MCU, encrypt the random numbers, and then send the encrypted random numbers back to the MCU for the MCU to verify whether the returned data is consistent with the expected data. If they are consistent, the system program is allowed to continue running. If they are inconsistent, the system will report an error or stop running. The software encryption unit is integrated into the MCU and uses the AES-128-CMAC encryption algorithm. After the software encryption unit completes the algorithm initialization with a fixed-length key, it divides the CAN communication data and information storage data to be encrypted into fixed-length message blocks. Subkeys K1 and K2 are generated based on the initialization key. Subkey K1 is used to encrypt each message block, and subkey K2 is used to encrypt the XOR operation value of the encryption result of the left branch. Finally, a MAC value is generated and compared with the message authentication code that comes with the data. If the comparison matches, the data encryption authentication is completed.

[0009] One possible implementation also includes a power redundancy module; The power redundancy module includes a redundant main power input interface and a positive high-voltage ideal diode with reverse input protection. The redundant main power input interface forms two independent power supply channels through positive high voltage ideal diodes. The output terminals of the two power supply channels are electrically connected to the power input terminals of the braking execution module, data communication module, motor control module, information storage module, and information encryption module, respectively.

[0010] This application also provides an EMB electromechanical braking method based on information storage and hardware / software information encryption, comprising the following steps: The hardware encryption chip of the information encryption module receives a random number generated by the MCU, encrypts it, and sends it back to the MCU. The MCU verifies that the returned data is consistent with the expectation, and then the system enters the standby state. If they are inconsistent, an error is triggered or the system goes into standby mode. The data communication module collects the pedal sensor's pressure signal and the wheel speed sensor's rotational speed signal, and transmits them to the MCU. The MCU analyzes the signals and generates control commands for the service brake or parking brake. The braking execution module receives control commands. When the parking brake is applied, it triggers the brake to lock the motor and fix the friction plate. When the service brake is applied, the clamping device converts the motor's rotational motion into the linear motion of the friction plate. The motor control module synchronously collects motor angle data and three-way half-bridge current, and uses a preset algorithm to adjust the motor operation. The information storage module temporarily stores braking process data and real-time operation data in the Flash storage unit, and encrypts key data such as fault information and writes it into the external EEPROM. The information encryption module encrypts CAN communication data and stored data using the AES-128-CMAC algorithm, generates a MAC value and compares it with the authentication code to complete encryption authentication. The MCU recognizes the vehicle start signal or pedal release signal, issues a brake release command, the brake execution module releases the brake holder, drives the friction pads to disengage from the brake disc, the system clears the Flash temporary data, the information encryption module returns to the pending verification state, and the braking cycle is completed.

[0011] In one possible implementation, the hardware encryption chip of the information encryption module receives a random number generated by the MCU, encrypts it, and sends it back to the MCU. The MCU verifies that the returned data matches the expectation, then the system enters a standby state; otherwise, it triggers an error or goes into standby mode, including the following steps: The MCU generates random numbers and transmits them to the hardware encryption chip of the hardware encryption unit through a two-way data interaction terminal. The hardware encryption chip encrypts the received random number, generates encrypted data, and sends the encrypted data back to the MCU. The MCU compares the returned encrypted data with the preset expected data. If they match, the encryption initialization is considered complete, and the system is allowed to enter normal operation. If they do not match, the system will report an error and stop running.

[0012] In one possible implementation, the braking execution module receives control commands. During parking braking, it triggers the brake holder to lock the motor's fixed friction pads. During service braking, the clamping device converts the motor's rotational motion into the linear motion of the friction pads. The motor control module synchronously collects motor angle data and three-way half-bridge current, and uses a preset algorithm to adjust the motor operation, including the following steps: The controller of the braking execution module receives control commands from the MCU and parses the command type as either a parking brake command or a service brake command. If it is a parking brake command, the controller sends an action signal to the parking structure, and the parking structure triggers the brake to clamp towards the motor until the brake locks the motor output shaft, and at the same time drives the friction pad to adhere to and fix to the surface of the brake disc. If it is a service braking command, the controller sends a drive signal to the clamping device, and the clamping device starts the transmission mechanism to convert the rotational motion output by the motor into linear motion of the friction pad along the axial direction of the brake disc. During braking, the high-precision angle sensor chip of the motor control module collects the motor rotor angle data in real time and transmits it synchronously to the MCU. The integrated pre-driver chip initiates the three-way half-bridge current acquisition function, collects the motor operating current data and transmits it to the MCU. Based on the angle data and current data, the MCU calls the preset current loop control algorithm or field orientation control algorithm to adjust the motor output speed and torque.

[0013] The beneficial effects of this invention are: By employing a comprehensive set of technical means—including replacing traditional hydraulic transmission with pure electric drive to eliminate the risk of brake fluid leakage, modular design to simplify the structure and reduce maintenance difficulty, dual encryption of software and hardware to ensure information security, power redundancy design to improve operational stability, and high-precision sensors and multi-algorithm control to shorten braking response delay—the EMB electromechanical braking system and method described in this application can meet the requirements of GB44495-2024 "Technical Requirements for Information Security of Automobiles," and are suitable for 12V / 24V passenger cars and commercial vehicles. Simultaneously, it achieves safer braking, faster response, more convenient maintenance, and more reliable data, aligning with the development needs of the "new four modernizations" of automobiles.

[0014] Other features and aspects of this application will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0015] The accompanying drawings, which are included in and form part of this specification, illustrate exemplary embodiments, features, and aspects of this application together with the specification and serve to explain the principles of this application.

[0016] Figure 1 This diagram illustrates a block diagram of an EMB electromechanical braking system based on information storage and hardware / software information encryption, according to an embodiment of this application. Figure 2 A flowchart illustrating an embodiment of the EMB electromechanical braking method based on information storage and hardware / software information encryption according to this application is shown. Figure 3 This document illustrates an engineering principle flowchart of an EMB electromechanical braking system based on information storage and hardware / software information encryption, according to an embodiment of this application. Figure 4 This diagram illustrates the structural composition of an EMB electromechanical braking system based on information storage and hardware / software information encryption, according to an embodiment of this application. Figure 5 This diagram illustrates the hardware framework of an EMB electromechanical braking system based on information storage and hardware / software information encryption, according to an embodiment of this application. Detailed Implementation Various exemplary embodiments, features, and aspects of this application will now be described in detail with reference to the accompanying drawings. The same reference numerals in the drawings denote elements that have the same or similar functions. Although various aspects of the embodiments are shown in the drawings, they are not necessarily drawn to scale unless specifically indicated otherwise.

[0017] It should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application or to simplify the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0018] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0019] The term “exemplary” as used herein means “serving as an example, embodiment, or illustration.” Any embodiment illustrated herein as “exemplary” is not necessarily to be construed as superior to or better than other embodiments.

[0020] Furthermore, to better illustrate this application, numerous specific details are provided in the following detailed embodiments. Those skilled in the art should understand that this application can be implemented without certain specific details. In some instances, methods, means, components, and circuits well-known to those skilled in the art have not been described in detail in order to highlight the main points of this application.

[0021] The EMB electromechanical braking system and method based on information storage and hardware / software information encryption proposed in this application is a novel electromechanical braking solution that abandons traditional hydraulic components, adopts pure electric signal control, and integrates information storage and dual hardware / software encryption technologies. When applied in the field of braking systems, it eliminates the risk of brake fluid leakage, simplifies the structure to reduce maintenance difficulty, shortens braking response delay, meets the mandatory information security standard GB44495-2024, and is compatible with 12V / 24V passenger cars and commercial vehicles, thereby improving the safety, reliability, and compatibility of the braking system.

[0022] Specific references Figures 1-5 As a specific embodiment of the EMB electromechanical braking system and method based on information storage and hardware / software information encryption according to this application, the EMB electromechanical braking system 100 based on information storage and hardware / software information encryption includes: The braking actuator module 110 is used to automatically activate or release the parking brake depending on whether the vehicle is stationary or in motion.

[0023] Specifically, the brake execution module 110 is the core execution unit of the EMB system for implementing braking actions. Its core function is to automatically activate and release the parking brake based on the real-time status of the vehicle, whether stationary or moving, without requiring manual intervention. From a working logic perspective, when the vehicle is stationary, the brake execution module 110 locks the drive motor via its internal brake caliper 112, restricting motor rotation and firmly fixing the brake pads to the brake disc surface, using mechanical locking force to prevent vehicle movement and ensure parking safety. When the vehicle starts or needs to be released from parking, the module responds to the vehicle status signal, controlling the brake caliper 112 to release the motor, releasing the lock between the brake pads and the brake disc, clearing the braking obstacle for vehicle movement. Furthermore, in service braking scenarios, the brake execution module 110 can also receive braking commands from the controller 115, converting the motor's rotational motion into linear motion of the brake pads via the clamping device 113, pushing the brake pads into contact with the brake disc to generate friction, ultimately achieving vehicle deceleration or stopping. It is a crucial link connecting braking control commands and actual braking actions.

[0024] The data communication module 120 is used to support the transmission of standard frame data and extended frame data. Each channel is compatible with the CANFD protocol and is configured with more buffer data.

[0025] Specifically, the data communication module 120 undertakes the data interaction tasks between the EMB system, the vehicle control system, and various sensors. Its core objective is to ensure the efficiency, compatibility, and stability of data transmission. It supports both standard frame and extended frame data transmission, adapting to different data packet size requirements in various scenarios. Each communication channel is compatible with the CANFD protocol. Compared to the traditional CAN protocol, CANFD has a higher transmission rate and larger data packet capacity, meeting the high data interaction needs of intelligent vehicles' braking systems. It also features more buffer data storage space to reduce packet loss or latency during data transmission, ensuring the real-time transmission of critical braking data (such as pedal signals and wheel speed signals). The data communication module 120 not only serves as a "data bridge" for the collaborative operation between the EMB system and the vehicle but also reserves the communication foundation for future system function expansion. For example, it can access more onboard sensor data, improving the accuracy of braking control.

[0026] The motor control module 130 is used to complete the high-precision acquisition of three-channel half-bridge current and control various algorithms by using an integrated pre-drive chip and a high-precision angle sensor chip.

[0027] Specifically, the motor control module 130 is the core control unit that ensures the braking accuracy and response speed of the EMB system. It achieves refined management of the drive motor through hardware selection and algorithm adaptation. In terms of hardware, the motor control module 130 uses an integrated pre-drive chip and a high-precision angle sensor chip: the integrated pre-drive chip can complete high-precision acquisition of three half-bridge currents, and the current acquisition amplification factor can be adjusted according to actual needs, providing accurate current feedback for motor control. The high-precision angle sensor chip typically has an accuracy error of no more than 1°, and can acquire motor rotor angle data in real time and transmit it to the MCU (main control chip), ensuring the MCU's accurate perception of the motor's rotation angle. Functionally, the motor control module 130 supports multiple control algorithms, including current loop control, speed loop control, angle loop control, FOC (field-oriented control) algorithm, and six-step commutation algorithm. It can flexibly switch algorithms according to different braking scenarios (such as emergency braking and slow deceleration) to achieve rapid adjustment of motor speed and torque. At the same time, the pre-drive chip has a built-in fault diagnosis function. When the system has abnormalities such as short circuit, open circuit, or over-temperature, it can immediately cut off the MCU's control of the pre-drive chip, stop the braking system from running, avoid the fault from expanding, and ensure braking safety.

[0028] The information storage module 140 is used to store braking process data and fault information through an external EEPROM, which supports electronic erasure and rewriting.

[0029] Specifically, the information storage module 140 is primarily responsible for the secure storage of braking process data and fault information in the EMB system. Its core features are dual storage and data persistence, ensuring data is not lost and is traceable. The information storage module 140 uses an external EEPROM (Electrically Erasable Programmable Read-Only Memory) as its core storage medium. The EEPROM supports electronic erasure and rewriting of data and has power-off data retention capabilities. Even if the system is powered off or an abnormal power outage occurs, the stored critical braking process data (such as motor current and friction pad pressure during braking) and fault information (such as short-circuit fault occurrence time and over-temperature values) will not be lost, providing data support for subsequent fault diagnosis and braking performance analysis. Furthermore, the information storage module 140 typically works in conjunction with the MCU's built-in Flash storage unit 141. The Flash is used for temporary storage of real-time data during system operation (such as instantaneous motor angle and real-time braking commands), while the EEPROM is used for long-term storage of critical data, forming a hierarchical storage structure that balances the real-time nature and persistence of data storage.

[0030] The information encryption module 150 is used to receive random numbers generated by the MCU through a hardware encryption chip and encrypt and transmit them back. At the same time, it uses the AES-128-CMAC algorithm to encrypt and authenticate CAN communication data and stored data.

[0031] Specifically, the information encryption module 150 is the core unit for ensuring the information security of the EMB system. It employs dual protection through hardware and software encryption to prevent data leakage and tampering, meeting the requirements of GB44495-2024 "Technical Requirements for Information Security of Automobiles". At the hardware encryption level, the module is equipped with an independent hardware encryption chip. During operation, the MCU generates random numbers and transmits them to the encryption chip. The encryption chip encrypts the random numbers and sends them back to the MCU. The MCU verifies whether the returned encrypted data matches the expected result—if they match, the system is allowed to operate normally; if they do not match, an error is triggered or operation is stopped, thus blocking unauthorized access or data tampering at the hardware level. At the software encryption level, the information encryption module 150 uses the AES-128-CMAC encryption algorithm. The encryption process consists of three steps: first, the algorithm is initialized with a fixed-length key; then, the CAN communication data and stored data to be encrypted are divided into fixed-length message blocks. Finally, subkeys K1 and K2 are generated based on the initialization key. K1 is used to encrypt each message block, and K2 is used to encrypt the XOR operation value of the encryption result of the left branch. Finally, a MAC (Message Authentication Code) is generated and compared with the authentication code carried in the data. If the comparison is successful, the encryption authentication is completed, ensuring the security of the data during transmission and storage.

[0032] Furthermore, such as Figure 1 As shown, the EMB electromechanical braking system 100 based on information storage and hardware / software information encryption includes a braking execution module 110, a data communication module 120, a built-in 3-channel CAN communication unit 121, a motor control module 130, an information storage module 140 including a Flash storage unit 141, an information encryption module 150 composed of a hardware encryption unit 151 and a software encryption unit 152, and a power redundancy module. The braking execution module 110 is used to automatically activate or release the parking brake according to the vehicle status. The data communication module 120 supports standard frame and extended frame transmission, and each channel is compatible with the CANFD protocol. The motor control module 130 uses an integrated pre-drive chip and a high-precision angle sensor chip to complete current acquisition and algorithm control. The information storage module 140 stores braking data and fault information through an external EEPROM. The information encryption module 150 achieves data encryption authentication through a hardware encryption chip and the AES-128-CMAC algorithm.

[0033] In one possible implementation, the braking actuation module 110 includes a motor 111, a brake holder 112, a clamping device 113, a parking structure 114, and a controller 115.

[0034] The brake 112 is connected to the motor 111 for driving, and is used to lock the motor 111 when the vehicle is stationary to limit the rotation of the motor 111, and fix the friction pad to the surface of the brake disc, thereby preventing the vehicle from moving.

[0035] The clamping device 113 is connected to the output end of the motor 111. After receiving the braking command issued by the controller 115, it converts the rotational motion of the motor 111 into the linear motion of the friction plate, pushing the friction plate closer to the brake disc and making contact to generate braking friction force.

[0036] The parking mechanism 114 is connected to the brake 112, and its operation is controlled by the controller 115 according to the vehicle stationary or start signal. When the vehicle is stationary, the brake 112 is triggered to lock the motor 111 to activate the parking brake. When the vehicle starts or needs to be released from parking, the brake 112 is triggered to release the motor 111 to release the parking brake.

[0037] The controller 115 is electrically connected to the motor 111, the brake 112, the clamping device 113, and the parking structure 114 respectively. It is used to receive the driver's pedal pressure signal transmitted by the vehicle pedal sensor and the vehicle speed signal transmitted by the wheel speed sensor. Based on the vehicle speed signal, it outputs corresponding control commands to the motor 111, the brake 112, the clamping device 113, and the parking structure 114 to coordinate the various components to complete the service braking or parking braking action.

[0038] Specifically, this application closely follows GB44495-2024 "Technical Requirements for Information Security of Automobiles" and fully complies with the development needs of "new four modernizations". In terms of structural technology, it completely abandons the entire set of hydraulic components and adopts pure electric signals and motor 111 for direct control, including motor 111, controller 115, brake lever 112, clamping device 113 and parking structure 114. This eliminates the braking time of brake fluid, greatly shortens the response time of the braking system, and results in faster response and a higher safety factor. Furthermore, because the entire set of hydraulic components is abandoned, the invention becomes lighter and easier to maintain. In terms of hardware and software, information is encrypted through hardware encryption design and software encryption algorithms to prevent information leakage.

[0039] Furthermore, such as Figure 3 As shown, this application integrates an electronic parking brake function, which can automatically activate or release the parking brake according to the vehicle's condition. When the car is stationary, it locks the motor 111 via the brake lever 112 to prevent the motor 111 from rotating and fixes the friction pads to the brake disc, thereby preventing the vehicle from moving. When the driver presses the vehicle pedal, a sensor sends a pedal signal to the EMB braking system. The EMB, through its clamping device 113, converts the rotational motion of the motor 111 into linear motion of the friction pads, pushing the friction pads against the brake disc to generate friction and thus achieve vehicle braking.

[0040] Furthermore, such as Figure 4As shown, the core components of the EMB electromechanical braking system 100 based on information storage and hardware / software information encryption are displayed, including parking structure 114, controller 115, clamping device 113, brake 112 and motor 111, which intuitively present the hardware composition modules of the EMB electromechanical braking system.

[0041] In one possible implementation, the data communication module 120 is equipped with three CAN communication units 121, each of which supports the CANFD protocol. The signal interaction terminals of the three CAN communication units 121 are respectively connected to the data port of the system MCU and the vehicle control system to realize multi-channel and efficient data transmission between the EMB system and the vehicle. At the same time, interfaces for acquiring wheel speed sensor signals, frequency signals, SENT signals and analog signals are reserved.

[0042] Specifically, this application supports standard frame data and extended frame data for CAN communication, and each channel supports CANFD with more buffer data, ensuring high-efficiency data transmission.

[0043] In one possible implementation, the high-precision angle sensor chip in the motor control module 130 has an accuracy error of ≤1°. Its signal output terminal is connected to the signal input terminal of the MCU to collect the angle data of the motor 111 and transmit it to the MCU, so that the MCU can perform high-response and accurate control on the motor 111.

[0044] The integrated pre-drive chip has an adjustable current acquisition amplification factor and is compatible with control algorithms including current loop control algorithm, speed loop control algorithm, angle loop control algorithm, magnetic field orientation control algorithm and six-step commutation algorithm. The pre-drive chip also has a built-in fault diagnosis function. When the system experiences a short circuit, open circuit or over-temperature fault, it can cut off the MCU's control over the pre-drive chip and stop the braking system from running.

[0045] Specifically, this application employs an integrated pre-drive chip and an angle sensor chip. The pre-drive chip can achieve high-precision acquisition of three-channel half-bridge current, with adjustable amplification factor, and can meet various algorithm control requirements, such as current loop control, speed loop control, angle loop control, FOC algorithm, and six-part commutation control algorithms. Furthermore, the pre-drive chip also has fault diagnosis capabilities, enabling it to promptly cut off MCU control of the pre-drive and stop the braking system in case of faults such as short circuits, open circuits, or overheating during system operation.

[0046] Furthermore, such as Figure 5As shown, this application employs a functionally safe ASICD-compliant main control chip for data processing. A high-precision angle sensor chip with an accuracy error not exceeding 1° is used to collect data, which is then sent to the MCU for motor 111 angle detection. The MCU then performs high-response, accurate control of motor 111. Furthermore, this invention features up to three CAN communication channels, ensuring data communication throughout the vehicle. It also includes an EEPROM for information storage, guaranteeing data integrity even in the event of power failure or other abnormalities. This application also reserves space for various signal acquisition capabilities to meet the needs of a wider range of users. In terms of power supply, this application incorporates power redundancy to ensure normal operation.

[0047] In one possible implementation, the information storage module 140 includes the Flash storage unit 141 built into the MCU.

[0048] Flash storage unit 141 and external EEPROM form a dual storage structure.

[0049] The external EEPROM retains the stored data without loss when the system is powered off or malfunctions, and is used to store key data and fault information of the braking process for a long time. The Flash storage unit 141 is used to temporarily store real-time data during system operation.

[0050] Specifically, the main control chip in this application not only has Flash memory but also an external EEPROM. The EEPROM can be erased and rewritten electronically, ensuring that data can still be preserved after power failure, thus guaranteeing the flexibility of this invention and the security of the data.

[0051] In one possible implementation, the information encryption module 150 includes a hardware encryption unit 151 and a software encryption unit 152.

[0052] The hardware encryption unit 151 is an independent hardware encryption chip. The bidirectional data interaction terminal of the hardware encryption chip is connected to the encryption signal port of the system MCU. It is used to receive random numbers generated by the MCU, encrypt the random numbers, and then send the encrypted random numbers back to the MCU for the MCU to verify whether the returned data is consistent with the expected data. If they are consistent, the system program is allowed to continue running. If they are inconsistent, the system will report an error or stop running.

[0053] The software encryption unit 152 is integrated into the MCU and adopts the AES-128-CMAC encryption algorithm. After the software encryption unit 152 completes the algorithm initialization with a fixed-length key, it divides the CAN communication data and information storage data to be encrypted into fixed-length message blocks.

[0054] Subkeys K1 and K2 are generated based on the initialization key. Subkey K1 is used to encrypt each message block, and subkey K2 is used to encrypt the XOR operation value of the encryption result of the left branch. Finally, a MAC value is generated and compared with the message authentication code that comes with the data. If the comparison matches, the data encryption authentication is completed.

[0055] Specifically, this application employs a hardware encryption chip. The main control chip generates a random number and sends it to the encryption chip. The encryption chip encrypts the data and sends it back to the main control chip. The main control chip determines whether the returned data is the expected data. If it is, the main control chip's program continues to run; otherwise, it reports an error or stops running. On the software side, the AES-128-CMAC encryption algorithm is used. First, a fixed-length key initialization algorithm is used. Then, the message is divided into fixed-length blocks. Two subkeys, K1 and K2, are generated using the initialization key and used to encrypt the left and right branches, respectively. Each message is encrypted with subkey K1. The result of the left branch is XORed and then encrypted with subkey K2. The generated MAC is compared with the message's authentication code; if they match, authentication is successful.

[0056] One possible implementation also includes a power redundancy module.

[0057] The power redundancy module includes a redundant main power input interface and a positive high-voltage ideal diode with reverse input protection.

[0058] Specifically, this application adopts a power redundancy design, using a positive high-voltage ideal diode with reverse input protection to provide two channels for power supply and main relay power supply, ensuring that even in extreme cases where line damage occurs, the system will not completely lose braking force.

[0059] The redundant main power input interface forms two independent power supply channels through positive high voltage ideal diodes. The output terminals of the two power supply channels are electrically connected to the power input terminals of the braking execution module 110, data communication module 120, motor control module 130, information storage module 140 and information encryption module 150, respectively.

[0060] Preferably, the motor control algorithm of this application can be replaced by other algorithms according to the specific use, such as the FOC algorithm or the six-step commutation algorithm.

[0061] Preferably, the pre-drive chip used in this application integrates three-channel current acquisition functions. Users can also choose a pre-drive chip that integrates two-channel current acquisition and can be replaced by the same chip according to their own motor algorithm, which can also save some costs.

[0062] This application also provides an EMB electromechanical braking method based on information storage and hardware / software information encryption, comprising the following steps: 100. The hardware encryption chip of the information encryption module 150 receives the random number generated by the MCU, encrypts it, and sends it back to the MCU. The MCU verifies that the returned data is consistent with the expectation, and then the system enters the standby state. If they are inconsistent, an error is triggered or the system goes into standby mode.

[0063] Specifically, the hardware encryption chip of the information encryption module 150 receives a random number generated by the MCU, encrypts it, and sends it back to the MCU. The MCU verifies that the returned data matches the expectation, and the system enters a standby state; otherwise, it triggers an error or goes into standby mode. This process is a critical security protection step in system startup. As the core control unit of the system, the MCU first generates a string of random numbers, which acts as a "digital key" to unlock the system and is unpredictable. The MCU then transmits the random number to the hardware encryption chip via a specific communication line. The hardware encryption chip has multiple built-in encryption algorithms and key mechanisms. Upon receiving the random number, it quickly uses a preset algorithm to encrypt it, scrambling the original data's order and converting the random number into ciphertext. After encryption, the ciphertext data is returned to the MCU. The MCU has pre-stored expected encryption results generated based on the same encryption algorithm and key. At this point, the MCU compares the received ciphertext with its stored expected results bit by bit. If the two match perfectly, it means that the encryption chip is working properly and the encryption process is error-free. The system determines that security is guaranteed and then enters the standby state, ready to respond to braking commands at any time. If the comparison is inconsistent, it is very likely that the encryption chip is faulty or that the data has been tampered with by external attacks. At this time, the system immediately triggers the error reporting mechanism, sends a warning message to the vehicle management system, and enters the standby state, stopping subsequent operation processes to avoid braking system failure caused by information security vulnerabilities and to ensure the safety of the vehicle and its occupants.

[0064] 200. The data communication module 120 collects the pedal sensor pressure signal and the wheel speed sensor rotation speed signal, and transmits them to the MCU. The MCU analyzes the signals and generates control commands for the service brake or parking brake.

[0065] Specifically, the data communication module 120 collects the pedal pressure signal from the pedal sensor and the wheel speed sensor's rotational speed signal, and transmits them to the MCU. The MCU analyzes the signals and generates control commands for either the service brake or the parking brake. During vehicle operation, the pedal sensor acts as a "translator" of the driver's intentions, constantly monitoring the driver's pressure on the brake pedal and converting information such as pressure and speed into electrical signals. The wheel speed sensor focuses on measuring wheel rotation speed in real time, representing wheel rotation as pulse signals. The data communication module 120, with its powerful data acquisition and transmission capabilities, quickly captures these two key signals. Its internal CAN communication unit supports standard frame and extended frame data transmission, and each channel is compatible with the CANFD protocol, enabling efficient and stable packaging of pedal sensor and wheel speed sensor signals for multi-channel transmission to the MCU. After receiving the signals, the MCU, like an experienced "commander," deeply analyzes the input signals based on its built-in signal analysis program and control logic algorithm. If the pedal sensor signal indicates that the driver has deeply pressed the pedal, and the wheel speed sensor reports a high vehicle speed, the MCU determines that a service brake is needed and quickly generates a service brake control command. If the parking operation signal is triggered when the vehicle is stationary, the MCU generates a parking brake command and precisely controls the subsequent braking execution module 110 to achieve seamless integration between the vehicle braking function and the driver's intention.

[0066] 300. The braking execution module 110 receives control commands. When the parking brake is applied, it triggers the brake holder 112 to lock the motor 111 and fix the friction plate. When the service brake is applied, the clamping device 113 converts the rotational motion of the motor 111 into the linear motion of the friction plate. The motor control module 130 synchronously collects the angle data of the motor 111 and the three half-bridge currents, and uses a preset algorithm to adjust the operation of the motor 111.

[0067] Specifically, the braking execution module 110 receives control commands. During parking braking, it triggers the brake caliper 112 to lock the motor 111 and fix the friction pads. During service braking, the clamping device 113 converts the rotational motion of the motor 111 into the linear motion of the friction pads. The motor control module 130 simultaneously collects the angle data of the motor 111 and the three-way half-bridge current, and uses a preset algorithm to adjust the operation of the motor 111. When the braking execution module 110 receives a control command from the MCU, it immediately initiates the corresponding braking process. If it is a parking brake command, the controller 115 in the module quickly sends an electrical signal to the parking structure 114. The parking structure 114 acts as a "hub" of mechanical transmission, converting the electrical signal into mechanical action, triggering the brake caliper 112 to move towards the motor 111 and tightly lock the output shaft of the motor 111. While the brake caliper 112 locks the motor 111, it drives the connected friction pads to tightly adhere to and fix them on the surface of the brake disc, relying on friction to prevent the vehicle from moving, thus achieving parking braking. Upon receiving a braking command, the controller 115 sends a drive signal to the clamping device 113. The internal transmission mechanism of the clamping device 113 instantly activates, cleverly converting the rotational motion of the motor 111 into linear motion of the friction pads along the brake disc axis. This pushes the friction pads into contact with the brake disc, generating braking friction to decelerate or stop the vehicle. Throughout this process, the motor control module 130 works closely. A high-precision angle sensor chip collects real-time rotor angle data from the motor 111, with accuracy errors controlled within a very small range, providing the MCU with precise motor 111 rotation angle information. The integrated pre-drive chip activates the three-channel half-bridge current acquisition function to accurately obtain the motor 111 operating current data. Based on these two types of key data, the MCU flexibly calls preset current loop control algorithms, field-oriented control algorithms, etc., to finely adjust the output speed and torque of the motor 111, ensuring a smooth and efficient braking process and improving braking performance and vehicle handling stability.

[0068] 400. The information storage module 140 temporarily stores the braking process data and real-time operation data to the Flash storage unit 141, and writes key data such as fault information into the external EEPROM after encryption. The information encryption module 150 encrypts the CAN communication data and stored data through the AES-128-CMAC algorithm, generates a MAC value and compares it with the authentication code to complete the encryption authentication.

[0069] Specifically, the information storage module 140 temporarily stores braking process data and real-time operating data in the Flash storage unit 141, and encrypts key data such as fault information before writing it to the external EEPROM. The information encryption module 150 encrypts CAN communication data and stored data using the AES-128-CMAC algorithm, generates a MAC value, compares it with the authentication code, and completes encryption authentication. During the operation of the braking system, the information storage module 140 acts as a reliable "data warehouse," systematically storing various types of data. The Flash storage unit 141, with its fast read / write characteristics, is responsible for temporarily storing a large amount of real-time operating data generated during braking, such as the instantaneous speed of the motor 111 and the real-time pressure of the friction pads. This data provides immediate reference for real-time system monitoring and control. The external EEPROM, with its characteristic of not losing data when power is off, undertakes the important task of storing key data. When the system detects a fault, or when key node data during the braking process needs to be retained for a long time, the information storage module 140 first encrypts this data before writing it to the EEPROM, ensuring data integrity and traceability. Meanwhile, the information encryption module 150 acts as a "guardian" of data security, employing the AES-128-CMAC encryption algorithm to encrypt and protect CAN communication data and stored data. After algorithm initialization, the data to be encrypted is divided into fixed-length message blocks. Subkeys K1 and K2 are generated based on the initialization key. Subkey K1 encrypts each message block, and subkey K2 encrypts the XOR operation value of the encryption result of the left branch, ultimately generating a MAC value. After encryption, the generated MAC value is compared with the message authentication code inherent in the data. If they match completely, it indicates that the data has not been tampered with during transmission and storage, successfully completing encryption authentication, ensuring data security throughout the entire process, preventing data leakage or malicious tampering, and maintaining the stable operation of the braking system.

[0070] 500. The MCU recognizes the vehicle start signal or pedal release signal, issues a brake release command, the brake execution module 110 releases the brake holder 112, drives the friction pads to disengage from the brake disc, the system clears the Flash temporary data, the information encryption module 150 returns to the pending verification state, and the braking cycle is completed.

[0071] Specifically, the MCU recognizes the vehicle start signal or pedal release signal, issues a brake release command, the brake execution module 110 releases the brake holder 112, causing the friction pads to disengage from the brake disc, the system clears the Flash temporary data, the information encryption module 150 returns to the pending verification state, and the braking cycle is completed. When the vehicle starts, the on-board sensors capture the start signal and transmit it to the MCU, or the driver releases the brake pedal, and the pedal sensor feeds this signal back to the MCU. After recognizing such a signal, the MCU responds quickly and immediately issues a brake release command to the brake execution module 110. After receiving the command, the brake execution module 110 drives the parking structure 114 to reverse, the brake holder 112 releases the output shaft of the motor 111, releasing the locking state of the friction pads and brake disc, the friction pads then disengage from the brake disc, the vehicle braking state is released, and the vehicle returns to a drivable state. At the same time, the system performs data clearing and reset operations. During braking, the Flash storage unit 141 temporarily stores a large amount of real-time operational data. At this time, the system clears this data to make room for the real-time data storage of the next braking process, ensuring the timeliness and accuracy of the data. The information encryption module 150 also returns to its initial pending verification state, waiting for the next system startup to execute the random number encryption verification process between the hardware encryption chip and the MCU again, thereby completing a complete braking cycle and making full preparations for the next braking operation of the vehicle, ensuring the continuous, stable and safe operation of the braking system.

[0072] Furthermore, such as Figure 2As shown, the EMB electromechanical braking method based on information storage and hardware / software information encryption is as follows: First, step 100 is executed. The hardware encryption chip of the information encryption module 150 receives a random number generated by the MCU, encrypts it, and sends it back to the MCU. If the MCU verifies that the returned data is consistent with the expectation, the system enters the standby state; otherwise, an error is triggered or the system enters standby mode. Next, step 200 is executed. The data communication module 120 collects the pedal sensor's pressure signal and the wheel speed sensor's rotational speed signal and transmits them to the MCU. After parsing the signals, the MCU generates control commands for service braking or parking braking. Then, step 300 is executed. The braking execution module 110 receives the control commands. When parking braking is applied, the brake caliper 112 is triggered to lock the motor 111 and fix the friction pads. When service braking is applied, the clamping device 113 converts the rotational motion of the motor 111 into the linear motion of the friction pads. At the same time, the motor control module 130 synchronously collects the angle data of the motor 111 and the three-way half-bridge current, and uses a preset algorithm to adjust the operation of the motor 111. Next, in step 400, the information storage module 140 temporarily stores the braking process data and real-time operation data in the Flash storage unit 141, and encrypts key data such as fault information before writing it into the external EEPROM. The information encryption module 150 encrypts the CAN communication data and stored data using the AES-128-CMAC algorithm, generates a MAC value, and compares it with the authentication code to complete the encryption authentication. Finally, in step 500, after the MCU recognizes the vehicle start signal or pedal release signal, it issues a brake release command. The brake execution module 110 releases the brake holder 112, causing the friction pads to disengage from the brake disc. The system clears the Flash temporary data, and the information encryption module 150 returns to the pending verification state, completing the braking cycle.

[0073] In one possible implementation, the hardware encryption chip of the information encryption module 150 receives a random number generated by the MCU, encrypts it, and sends it back to the MCU. The MCU verifies that the returned data matches the expectation, then the system enters a standby state; otherwise, it triggers an error or goes into standby mode, including the following steps: The MCU generates a random number and transmits the random number to the hardware encryption chip of the hardware encryption unit 151 through a two-way data interaction terminal.

[0074] The hardware encryption chip encrypts the received random number, generates encrypted data, and sends the encrypted data back to the MCU.

[0075] The MCU compares the returned encrypted data with the preset expected data. If they match, the encryption initialization is considered complete, and the system is allowed to enter normal operation. If they do not match, the system will report an error and stop running.

[0076] In one possible implementation, the braking execution module 110 receives a control command. During parking braking, it triggers the brake holder 112 to lock the motor 111 and fix the friction pads. During service braking, the clamping device 113 converts the rotational motion of the motor 111 into the linear motion of the friction pads. The motor control module 130 synchronously collects the angle data of the motor 111 and the three-way half-bridge current, and adjusts the operation of the motor 111 using a preset algorithm, including the following steps: The controller 115 of the braking execution module 110 receives control commands from the MCU and parses the command type as either a parking brake command or a service brake command.

[0077] If it is a parking brake command, the controller 115 sends an action signal to the parking structure 114, and the parking structure 114 triggers the brake 112 to clamp towards the motor 111 until the brake 112 locks the output shaft of the motor 111, and at the same time drives the friction pad to adhere to and be fixed to the surface of the brake disc.

[0078] If it is a service braking command, the controller 115 sends a drive signal to the clamping device 113, and the clamping device 113 starts the transmission mechanism to convert the rotational motion output by the motor 111 into the linear motion of the friction pad along the brake disc axis.

[0079] During braking, the high-precision angle sensor chip of the motor control module 130 collects the rotor angle data of the motor 111 in real time and transmits it synchronously to the MCU.

[0080] The integrated pre-driver chip initiates the three-way half-bridge current acquisition function, collects the operating current data of motor 111 and transmits it to the MCU. Based on the angle data and current data, the MCU calls the preset current loop control algorithm or field orientation control algorithm to adjust the output speed and torque of motor 111.

[0081] This application supports 9~36V power supply, making it suitable for the vast majority of passenger and commercial vehicles with 12V and 24V systems. An external EEPROM prevents data loss and ensures data retention even when power is off. Hardware and software encryption technologies prevent data leakage and enhance system security.

[0082] This application presents an EMB electromechanical braking system and method based on information storage and hardware / software information encryption. It utilizes a comprehensive set of technologies, including pure electric drive to replace traditional hydraulic components, modular design for optimized structure, 3-channel CAN communication for efficient data transmission, high-precision sensors and multiple algorithms for precise motor control, dual storage of Flash and external EEPROM to ensure data security, hardware encryption chip and AES-128-CMAC algorithm for dual encryption protection, and positive high-voltage ideal diodes to establish dual independent power supply channels. These technologies aim to eliminate the risk of brake fluid leakage, reduce maintenance difficulty and cost, shorten braking response delay, meet the GB44495-2024 mandatory information security standard, and adapt to 12V / 24V passenger and commercial vehicle scenarios, while simultaneously improving the safety, reliability, and compatibility of the braking system.

[0083] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or improvement of the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. An EMB electromechanical braking system based on information storage and hardware / software information encryption, characterized in that, include: The braking actuator module is used to automatically activate or release the parking brake based on whether the vehicle is stationary or in motion. The data communication module supports the transmission of standard frame data and extended frame data. Each channel is compatible with the CANFD protocol and is configured with more buffer data. The motor control module uses an integrated pre-drive chip and a high-precision angle sensor chip to complete the high-precision acquisition of three-channel half-bridge current and control of various algorithms. The information storage module is used to store braking process data and fault information via an external EEPROM. The EEPROM supports electronic erasure and rewriting. The information encryption module is used to receive random numbers generated by the MCU through a hardware encryption chip and encrypt and send them back. At the same time, it uses the AES-128-CMAC algorithm to encrypt and authenticate CAN communication data and stored data.

2. The EMB electromechanical braking system based on information storage and hardware / software information encryption according to claim 1, characterized in that, The braking execution module includes a motor, a brake lever, a clamping device, a parking structure, and a controller; The brake is connected to the motor drive and is used to lock the motor when the vehicle is stationary to limit the rotation of the motor and fix the friction pad to the surface of the brake disc, thereby preventing the vehicle from moving. The clamping device is connected to the output end of the motor and is used to receive the braking command issued by the controller, convert the rotational motion of the motor into the linear motion of the friction plate, and push the friction plate toward the brake disc to generate braking friction force. The parking structure is connected to the brake, and its operation is controlled by the controller according to the vehicle stationary or start signal. When the vehicle is stationary, the brake is triggered to lock the motor to activate the parking brake. When the vehicle starts or needs to be released from parking, the brake is triggered to release the motor to release the parking brake. The controller is electrically connected to the motor, brake, clamping device and parking structure respectively. It is used to receive the driver's pedal pressure signal transmitted by the vehicle pedal sensor and the vehicle speed signal transmitted by the wheel speed sensor. Based on the vehicle speed signal, it outputs corresponding control commands to the motor, brake, clamping device and parking structure to coordinate the various components to complete the service braking or parking braking action.

3. The EMB electromechanical braking system based on information storage and hardware / software information encryption according to claim 1, characterized in that, The data communication module is equipped with three CAN communication units, each of which supports the CANFD protocol. The signal interaction terminals of the three CAN communication units are respectively connected to the data port of the system MCU and the vehicle control system to realize multi-channel and efficient data transmission between the EMB system and the vehicle. At the same time, interfaces for acquiring wheel speed sensor signals, frequency signals, SENT signals and analog signals are reserved.

4. The EMB electromechanical braking system based on information storage and hardware / software information encryption according to claim 1, characterized in that, In the motor control module, the high-precision angle sensor chip has an accuracy error of ≤1°. Its signal output terminal is connected to the signal input terminal of the MCU to collect motor angle data and transmit it to the MCU, enabling the MCU to perform high-response and accurate control of the motor. The integrated pre-drive chip has an adjustable current acquisition amplification factor, and the compatible control algorithms include current loop control algorithm, speed loop control algorithm, angle loop control algorithm, magnetic field orientation control algorithm and six-step commutation algorithm. The pre-drive chip also has a built-in fault diagnosis function. When the system experiences a short circuit, open circuit or over-temperature fault, the MCU's control over the pre-drive chip can be cut off, and the braking system can be stopped from running.

5. The EMB electromechanical braking system based on information storage and hardware / software information encryption according to any one of claims 1-4, characterized in that, The information storage module includes the Flash storage unit built into the MCU; The Flash storage unit and the external EEPROM form a dual storage structure; The external EEPROM retains its stored data during system power-down or abnormal operation, and is used to store key data and fault information during the braking process for a long time. The Flash storage unit is used to temporarily store real-time data during system operation.

6. The EMB electromechanical braking system based on information storage and hardware / software information encryption according to claim 5, characterized in that, The information encryption module includes a hardware encryption unit and a software encryption unit; The hardware encryption unit is an independent hardware encryption chip. The bidirectional data interaction terminal of the hardware encryption chip is connected to the encryption signal port of the system MCU. It is used to receive random numbers generated by the MCU, encrypt the random numbers, and then send the encrypted random numbers back to the MCU for the MCU to verify whether the returned data is consistent with the expected data. If they are consistent, the system program is allowed to continue running. If they are inconsistent, the system will report an error or stop running. The software encryption unit is integrated into the MCU and adopts the AES-128-CMAC encryption algorithm. After the software encryption unit completes the algorithm initialization with a fixed-length key, it divides the CAN communication data and information storage data to be encrypted into message blocks of fixed length. Subkeys K1 and K2 are generated based on the initialization key. Subkey K1 is used to encrypt each message block, and subkey K2 is used to encrypt the XOR operation value of the encryption result of the left branch. Finally, a MAC value is generated and compared with the message authentication code that comes with the data. If the comparison matches, the data encryption authentication is completed.

7. The EMB electromechanical braking system based on information storage and hardware / software information encryption according to claim 5, characterized in that, It also includes a power redundancy module; The power redundancy module includes a redundant main power input interface and a positive high voltage ideal diode with reverse input protection function. The redundant main power input interface forms two independent power supply channels through positive high voltage ideal diodes. The output terminals of the two power supply channels are electrically connected to the power input terminals of the braking execution module, data communication module, motor control module, information storage module, and information encryption module, respectively.

8. An EMB electromechanical braking method based on information storage and hardware / software information encryption, wherein braking control is performed using the EMB electromechanical braking system based on information storage and hardware / software information encryption as described in any one of claims 1-7, characterized in that, Includes the following steps: The hardware encryption chip of the information encryption module receives a random number generated by the MCU, encrypts it, and sends it back to the MCU. The MCU verifies that the returned data is consistent with the expectation, and then the system enters the standby state. If they are inconsistent, an error is triggered or the system goes into standby mode. The data communication module collects the pedal sensor's pressure signal and the wheel speed sensor's rotational speed signal, and transmits them to the MCU. The MCU analyzes the signals and generates control commands for the service brake or parking brake. The braking execution module receives control commands. When the parking brake is applied, it triggers the brake to lock the motor and fix the friction plate. When the service brake is applied, the clamping device converts the motor's rotational motion into the linear motion of the friction plate. The motor control module synchronously collects motor angle data and three-way half-bridge current, and uses a preset algorithm to adjust the motor operation. The information storage module temporarily stores braking process data and real-time operation data in the Flash storage unit, and encrypts key data such as fault information and writes it into the external EEPROM. The information encryption module encrypts CAN communication data and stored data using the AES-128-CMAC algorithm, generates a MAC value and compares it with the authentication code to complete encryption authentication. The MCU recognizes the vehicle start signal or pedal release signal, issues a brake release command, the brake execution module releases the brake holder, drives the friction pads to disengage from the brake disc, the system clears the Flash temporary data, the information encryption module returns to the pending verification state, and the braking cycle is completed.

9. The EMB electromechanical braking method based on information storage and hardware / software information encryption according to claim 8, characterized in that, The hardware encryption chip of the information encryption module receives a random number generated by the MCU, encrypts it, and sends it back to the MCU. The MCU verifies that the returned data is consistent with the expectation, then the system enters the standby state; otherwise, it triggers an error or goes into standby mode, including the following steps: The MCU generates random numbers and transmits them to the hardware encryption chip of the hardware encryption unit through a two-way data interaction terminal. The hardware encryption chip encrypts the received random number, generates encrypted data, and sends the encrypted data back to the MCU. The MCU compares the returned encrypted data with the preset expected data. If they match, the encryption initialization is considered complete, and the system is allowed to enter normal operation. If they do not match, the system will report an error and stop running.

10. The EMB electromechanical braking method based on information storage and hardware / software information encryption according to claim 8 or 9, characterized in that, The braking execution module receives control commands. When the parking brake is applied, it triggers the brake holder to lock the motor's fixed friction plate. When the service brake is applied, the clamping device converts the motor's rotational motion into the linear motion of the friction plate. The motor control module synchronously collects motor angle data and three-way half-bridge current, and uses a preset algorithm to adjust the motor operation, including the following steps: The controller of the braking execution module receives control commands from the MCU and parses the command type as either a parking brake command or a service brake command. If it is a parking brake command, the controller sends an action signal to the parking structure, and the parking structure triggers the brake to clamp towards the motor until the brake locks the motor output shaft, and at the same time drives the friction pad to adhere to and fix to the surface of the brake disc. If it is a service braking command, the controller sends a drive signal to the clamping device, and the clamping device starts the transmission mechanism to convert the rotational motion output by the motor into linear motion of the friction pad along the axial direction of the brake disc. During braking, the high-precision angle sensor chip of the motor control module collects the motor rotor angle data in real time and transmits it synchronously to the MCU. The integrated pre-driver chip initiates the three-way half-bridge current acquisition function, collects the motor operating current data and transmits it to the MCU. Based on the angle data and current data, the MCU calls the preset current loop control algorithm or field orientation control algorithm to adjust the motor output speed and torque.

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