EMB braking system with network fault self-diagnosis and shielding functions

Abstract

The invention provides an EMB braking system with network fault self-diagnosis and shielding, the system comprises a domain controller and a wheel end controller, the domain controller is in communication connection with the wheel end controller through a CAN transceiver, the domain controller comprises a main control unit, a voltage detection unit and a CAN bus on-off switch, and the CAN bus on-off switch is in communication connection with the domain controller. The wheel end controller comprises a secondary control unit, and the main control unit is electrically connected with the voltage detection unit and the CAN transceiver and used for signal processing and logic control; the voltage detection unit is electrically connected with the CAN bus on-off switch and is used for collecting CAN voltage, and the CAN bus on-off switch is used for controlling on and off of a CAN bus; and the secondary control unit is electrically connected with the CAN transceiver and is used for processing a request of the upper-layer controller and executing wheel end clamping control. According to the invention, the vehicle can still be braked when water enters a certain wheel end controller connector and two CAN transceivers are in failure, the design cost is low, and the practicability is very high.

Description

Technical Field

[0001] This invention belongs to the field of automotive control technology, and in particular relates to an EMB braking system with enhanced self-diagnosis and shielding of network faults. Background Technology

[0002] With the development of automotive braking technology and the higher requirements of intelligent driving for braking systems, EMB (Electrical Mechanical Braking) has become an automotive braking solution that meets the requirements of the next generation of intelligent vehicles.

[0003] EMB abandons the previous electro-hydraulic coordinated control scheme and instead uses a controller to directly control the wheel-end motor through electrical signals to push the brake caliper to tighten the brake disc, thereby achieving vehicle braking. Because it only uses electrical signals and mechanical control, EMB can achieve faster braking speeds compared to traditional electro-hydraulic brakes, thereby reducing the vehicle's braking distance and achieving better braking performance.

[0004] In existing technology, four wheel-end controllers are each connected to two CAN buses. Due to space constraints, these two CAN buses are typically housed in a single connector. Furthermore, because the wheel-end controllers are located at the wheel ends, they are often exposed to harsher external environments, such as flooding, heavy rain, and sandstorms. Specifically, when a driver is driving on a flooded or rain-soaked road, although the wheel-end controller connectors are designed to be waterproof, water can still enter the connectors over time due to various factors. If water enters one of the wheel-end connectors, it can cause a short circuit in the CAN bus, leading to the failure of both CAN transceivers. This would cause the upper-level domain controller to completely lose control of the wheel-end actuators, resulting in the vehicle losing its braking ability and causing damage. Summary of the Invention

[0005] In view of the shortcomings of the prior art described above, the purpose of this invention is to provide an EMB braking system with better self-diagnosis and shielding of network faults, in order to solve the problem of vehicle braking failure in the prior art.

[0006] In a first aspect, the present invention provides an EMB braking system with enhanced self-diagnosis and shielding of network faults, comprising:

[0007] The system comprises a domain controller and a wheel-end controller, which are connected via a CAN transceiver. The domain controller includes a main control unit, a voltage detection unit, and a CAN bus on / off switch. The wheel-end controller includes a secondary control unit.

[0008] The main control unit is electrically connected to the voltage detection unit and the CAN transceiver, and is used for signal processing and logic control.

[0009] The voltage detection unit is electrically connected to the CAN bus on / off switch and is used to collect CAN voltage. The CAN bus on / off switch is used to control the on / off state of the CAN bus.

[0010] The secondary control unit is electrically connected to the CAN transceiver and is used to process requests from the upper-level controller and perform wheel-end clamping control.

[0011] In one possible implementation of this application, the domain controller includes a first domain controller and a second domain controller that are redundant and structurally identical, wherein the first domain controller and the second domain controller are connected via a CAN transceiver.

[0012] In one possible implementation of this application, the transceiver includes a first transceiver, a second transceiver, a third transceiver, and a fourth transceiver, wherein the master control unit of the first domain controller is communicatively connected to the secondary control unit of the wheel-end controller through the first transceiver, the master control unit of the second domain controller is communicatively connected to the secondary control unit of the wheel-end controller through the third transceiver, and the first domain controller and the second domain controller are communicatively connected through the second transceiver and the fourth transceiver.

[0013] In one possible implementation of this application, the CAN bus on / off switch controls the on / off state of the CAN bus to control the communication connection between the CAN transceiver and the wheel-end controller, wherein the wheel-end controller includes a left front wheel-end controller, a right front wheel-end controller, a left rear wheel-end controller, and a right rear wheel-end controller.

[0014] In one possible implementation of this application, the first domain controller and / or the second domain controller communicate with the wheel-end controller via a CAN bus. The CAN bus includes a pair of differential signal lines, a high-level line and a low-level line, each with an on / off switch. These switches control the communication connection between the first domain controller and / or the second domain controller and the wheel-end controller. The CAN bus includes a CAN1 bus and a CAN2 bus, which are redundant backups of each other.

[0015] In one possible implementation of this application, the voltage detection unit acquires the CAN voltage at a preset test point to obtain voltage data, which includes high voltage and low voltage.

[0016] In one possible implementation of this application, the main control unit generates a CAN fault when the voltage difference between the high voltage and the low voltage is less than a preset voltage value and the duration exceeds a preset time value, and / or the main control unit generates a CAN fault when either the high voltage or the low voltage is maintained within a preset range value for a preset time period.

[0017] In one possible implementation of this application, when a CAN fault is generated, the CAN bus on / off switch at the corresponding preset test point is disconnected.

[0018] In one possible implementation of this application, when a CAN fault is generated, the fault light corresponding to the preset test point where the fault occurred is illuminated.

[0019] In one possible implementation of this application, the preset voltage value, the preset time value, the preset time period, and the preset range value are related to vehicle calibration or to CAN protocol calibration.

[0020] As described above, the EMB braking system of the present invention, which has better self-diagnosis and shielding of network faults, has the following beneficial effects: it can ensure that the vehicle can still brake when water enters a wheel-end controller connector and causes both CAN transceivers to fail, and it has low design cost and high practicality. Attached Figure Description

[0021] Figure 1 The diagram shows the structure of the existing EMB control scheme.

[0022] Figure 2 The diagram shown is a structural schematic of an embodiment of an EMB braking system with enhanced network fault self-diagnosis and shielding according to the present invention.

[0023] Component designation explanation

[0024] CCU1 First Domain Controller CCU2 Second Domain Controller WCUFL Left front wheel end controller WCUFR Right front wheel end controller WCURL Left rear wheel end controller WCURR Right rear wheel end controller VDU Voltage detection unit MCU1 Main control unit MCU2 Secondary control unit Q1~Q16 CAN bus on / off switch H1, H2 probe TP1, TP2 test points Detailed Implementation

[0025] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0026] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0027] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. If the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed in this application.

[0028] like Figure 1 As shown, this is the current mainstream EMB control scheme. Domain controller 1 and domain controller 2 are the upper-level controllers of the EMB system, and they are redundant with each other. The domain controller is used to parse the driver's braking needs and receive braking requests from other controllers. It then sends the parsed braking force request to the four wheel-end controllers. After receiving the braking request, the four wheel-end controllers control the calipers to tighten, thereby achieving vehicle braking.

[0029] The redundancy strategy is as follows: 1. When both domain controllers and two CAN channels are working normally, domain controller 1 has the highest priority, and the four wheel-end controllers only execute braking requests issued by domain controller 1 through CAN1; 2. When CAN1 fails, the four wheel-end controllers only execute braking requests issued by domain controller 1 through CAN2; 3. When CAN2 fails, the four wheel-end controllers continue to execute only braking requests issued by domain controller 1 through CAN1; 4. When domain controller 1 fails, the four wheel-end controllers only execute braking requests issued by domain controller 2 through CAN1; 5. When domain controller 2 fails, the four wheel-end controllers continue to execute only braking requests issued by domain controller 1 through CAN1. Through the above scheme, it can be ensured that the entire EMB system can still achieve normal braking control in the event of a single point of failure.

[0030] This application proposes an EMB braking system with enhanced network fault self-diagnosis and shielding capabilities. It comprises a first domain controller (CCU1), a second domain controller (CCU2), a left front wheel controller (WCUFL), a right front wheel controller (WCUFR), a left rear wheel controller (WCURL), and a right rear wheel controller (WCURR). CCU1 and CCU2 are redundant and have identical internal structures. CCU corresponds to the Central Control Unit (CCU), WCU to the Wheel Control Unit (WCU), FL to Frontleft (left front wheel), FR to Frontright (right front wheel), RL to Rearleft (left rear wheel), and RR to Rearright (right rear wheel). The technical solutions in the embodiments of this invention will be described in detail below with reference to the accompanying drawings.

[0031] like Figure 2 As shown, in one embodiment of the invention, an EMB braking system with enhanced network fault self-diagnosis and shielding includes:

[0032] The system comprises a domain controller and a wheel-end controller, which are connected via a CAN transceiver. The domain controller includes a main control unit, a voltage detection unit, and a CAN bus on / off switch. The wheel-end controller includes a secondary control unit.

[0033] The main control unit is electrically connected to the voltage detection unit and the CAN transceiver, and is used for signal processing and logic control.

[0034] The voltage detection unit is electrically connected to the CAN bus on / off switch and is used to collect CAN voltage. The CAN bus on / off switch is used to control the on / off state of the CAN bus.

[0035] The secondary control unit is electrically connected to the CAN transceiver and is used to process requests from the upper-level controller and perform wheel-end clamping control.

[0036] It should be noted that, in this embodiment, the main control unit corresponds to the control unit of the first domain controller CCU1 and the second domain controller CCU2. The internal structure of CCU2 is completely identical to that of CCU1, so it will not be described again. The secondary control unit corresponds to the control unit of the wheel end controller. CCU1 is responsible for the upper-layer function control of the EMB system and is electrically connected to the voltage detection unit (VDU) and the CAN transceiver for signal processing and logic control. The voltage detection unit is electrically connected to the CAN bus on / off switch for acquiring CAN voltage. The CAN bus on / off switch is used to control the CAN bus on / off. The secondary control unit is electrically connected to the CAN transceiver for processing upper-layer controller requests and executing wheel end clamping control.

[0037] In one embodiment of the invention, the domain controller includes a first domain controller and a second domain controller that are redundant and have the same structure, wherein the first domain controller and the second domain controller are connected for communication via a CAN transceiver.

[0038] It should be noted that, in this embodiment, specifically, as follows: Figure 2 As shown, the transceiver includes a first transceiver: CAN transceiver 1, a second transceiver: CAN transceiver 2, a third transceiver: CAN transceiver 3, and a fourth transceiver: CAN transceiver 4. The main control unit of the first domain controller communicates with the secondary control unit of the wheel-end controller via the first transceiver; that is, the main control unit MCU1 of CCU1 communicates with the secondary control unit MCU2 of the wheel-end controller via CAN transceiver 1. The main control unit of the second domain controller communicates with the secondary control unit of the wheel-end controller via the third transceiver; that is, the main control unit MCU1 of CCU2 communicates with the secondary control unit MCU2 of the wheel-end controller via CAN transceiver 3. The first domain controller and the second domain controller communicate via the second transceiver and the fourth transceiver; that is, the main control unit MCU1 of CCU1 communicates with the main control unit MCU1 of CCU2 via CAN transceiver 2 and CAN transceiver 4. The secondary control unit MCU2 also needs to communicate with the outside world via a CAN transceiver.

[0039] Furthermore, in this embodiment, the CAN bus on / off switch controls the on / off state of the CAN bus to control the communication connection between the CAN transceiver and the wheel-end controller, wherein the wheel-end controller includes a left front wheel-end controller, a right front wheel-end controller, a left rear wheel-end controller, and a right rear wheel-end controller.

[0040] Furthermore, in this embodiment, the first domain controller CCU1 and / or the second domain controller CCU2 communicate with the wheel end controller via a CAN bus. The CAN bus has a pair of differential signal lines, namely a high-level line and a low-level line. Both the high-level line and the low-level line are equipped with on / off switches, which are used to control the communication connection between the first domain controller and / or the second domain controller and the wheel end controller. The CAN bus includes a CAN1 bus and a CAN2 bus, and the CAN1 bus and the CAN2 bus are redundant backups of each other.

[0041] Specifically, in this embodiment, the CAN bus on / off switches corresponding to the first domain controller CCU1 include Q1, Q2, Q3, Q4, Q5, Q6, Q7, and Q8, and the CAN bus on / off switches corresponding to the second domain controller CCU2 include Q9, Q10, Q11, Q12, Q13, Q14, Q15, and Q16. Among them, Q1, Q2, Q9, and Q10 are electrically connected to the left front wheel controller WCUFL; Q3, Q4, Q11, and Q12 are electrically connected to the right front wheel controller WCUFR; Q5, Q6, Q13, and Q14 are electrically connected to the left rear wheel controller WCURL; and Q7, Q8, Q15, and Q16 are electrically connected to the right rear wheel controller WCURR. It should be noted that switches Q1 to Q8 are internal components of CCU1 and are designed on the PCBA circuit board of the CCU1 controller; similarly, Q9 to Q16 are designed on the PCBA circuit board of the CCU2 controller.

[0042] In one embodiment of the invention, the voltage detection unit acquires the CAN voltage at a preset test point to obtain voltage data, the voltage data including high voltage and low voltage.

[0043] It should be noted that in this embodiment, the voltage detection unit collects the CAN voltage at a preset test point to obtain voltage data. After the system is powered on, the main controller unit MCU1 controls the closure of CAN1FLH (high level at the left front wheel end) and CAN1FLL (low level at the left front wheel end) through port IO1 and port IO2, thereby enabling MCU1 to establish normal communication with WCUFL. Similarly, MCU1 can control the on / off state of CAN1FRH (high level at the right front wheel end), CAN1FRL (low level at the right front wheel end), CAN1RLH (high level at the left rear wheel end), CAN1RLL (low level at the left rear wheel end), CAN1RRH (high level at the right rear wheel end), and CAN1RRL (low level at the right rear wheel end) by controlling Q3~Q8. Since the control principle is exactly the same, only CAN1FLH, CAN1FLL, Q1, and Q2 are described here.

[0044] Furthermore, when the aforementioned failure condition occurs, i.e., water ingress into the WCUFL controller connector causes a short circuit between CAN1FLH and CAN1FLL, the voltage detection unit VDU will collect the voltage at test point TP1 of CAN1FLH and test point TP2 of CAN1FLL through probes H1 and H2, and upload it to the MCU through port IO3. Here, probes H1 and H2 are only connected to the VDU and TP1 / 2 ends, and are not connected to other lines in the middle; similarly, VDU will also collect the voltage at the same position of CAN1FRH, CAN1FRL, CAN1RLH, CAN1RLL, CAN1RRH, and CAN1RRL. Since the principle is the same, it will not be described again. When the voltage difference between the high voltage and the low voltage is less than a preset voltage value and the duration exceeds a preset time value, the main control unit generates a CAN fault, and / or when either the high voltage or the low voltage is maintained within a preset range value within a preset time period, the main control unit generates a CAN fault.

[0045] Furthermore, in this embodiment, when a CAN fault is generated, the CAN bus on / off switch at the corresponding preset test point is disconnected; when a CAN fault is generated, the fault light corresponding to the preset test point where the fault occurred is illuminated.

[0046] It should be noted that, in this embodiment, when a CAN fault is generated, the CAN bus on / off switch at the corresponding preset test point is disconnected. For example, if a fault is detected in CAN1FLH and CAN1FLL, Q1 and Q2 are immediately disconnected to shield the CAN1FL fault and ensure normal CAN communication for the other three WCUs. Simultaneously, CCU2 also monitors the voltages of CAN5H and CAN5L. If an abnormality is detected, Q9 and Q10 are shut down to shield the CAN communication failure caused by water ingress into the WCUFL connector. After shielding WCUFL, CCU1 continues to control WCUFR, WCURL, and WCURR to perform braking and illuminates the fault light to inform the driver of the external fault signal. It should be noted that the preset voltage value, preset time value, preset time period, and preset range value are related to vehicle calibration or CAN protocol calibration.

[0047] In summary, this invention sets the CAN bus connection nodes between the domain controller CCU (including the first domain controller CCU1 and the second domain controller CCU2) and the wheel-end controller WCU (including the left front wheel-end controller WCUFL, the right front wheel-end controller WCUFR, the left rear wheel-end controller WCURL, and the right rear wheel-end controller WCURR) inside the CCU, and controls their on / off state through CAN bus on / off switches Q1~Q16. When the voltage detection unit VDU detects an abnormal voltage in a certain CAN bus branch, the corresponding main control unit MCU1 controls the corresponding Qx (the CAN bus on / off switch at the corresponding position) to disconnect, thereby solving the problem of water ingress into the wheel-end controller connector causing the failure of both CAN channels of the entire EMB system.

[0048] The protection scope of the EMB braking system with enhanced network fault self-diagnosis and shielding described in this application is not limited to the execution order of the steps listed in this embodiment. Any solution implemented by adding, subtracting, or replacing steps in the prior art based on the principles of this application is included within the protection scope of this application.

[0049] In the embodiments provided by this invention, it should be understood that the disclosed apparatus or method can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules / units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or units may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection of the apparatus or module or unit may be electrical, mechanical, or other forms.

[0050] The modules / units described as separate components may or may not be physically separate. The components shown as modules / units may or may not be physical modules; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules / units can be selected to achieve the objectives of the embodiments of the present invention, depending on actual needs. For example, the functional modules / units in the various embodiments of the present invention may be integrated into one processing module, or each module / unit may exist physically separately, or two or more modules / units may be integrated into one module / unit.

[0051] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0052] The modules / units described as separate components may or may not be physically separate. The components shown as modules / units may or may not be physical modules; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules / units can be selected to achieve the objectives of the embodiments of this application, depending on actual needs. For example, the functional modules / units in the various embodiments of this application may be integrated into one processing module, or each module / unit may exist physically separately, or two or more modules / units may be integrated into one module / unit.

[0053] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0054] This application also provides a computer-readable storage medium. Those skilled in the art will understand that all or part of the steps in the methods of the above embodiments can be implemented by a program instructing a processor. The program can be stored in a computer-readable storage medium, which is a non-transitory medium, such as random access memory, read-only memory, flash memory, hard disk, solid-state drive, magnetic tape, floppy disk, optical disk, and any combination thereof. The storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., digital video disc (DVD)), or a semiconductor medium (e.g., solid-state drive (SSD)).

[0055] This application embodiment may also provide a computer program product comprising one or more computer instructions. When the computer instructions are loaded and executed on a computing device, all or part of the processes or functions described in this application embodiment are generated. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means.

[0056] When the computer program product is executed by a computer, the computer performs the method described in the foregoing method embodiments. The computer program product can be a software installation package; when the foregoing method is required, the computer program product can be downloaded and executed on the computer.

[0057] The descriptions of the processes or structures corresponding to the above figures each have their own emphasis. For parts of a process or structure that are not described in detail, please refer to the relevant descriptions of other processes or structures.

[0058] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. An EMB brake system with more network fault self-diagnosis and shielding, characterized in that, include: The system comprises a domain controller and a wheel-end controller, which are connected via a CAN transceiver. The domain controller includes a main control unit, a voltage detection unit, and a CAN bus on / off switch. The wheel-end controller includes a secondary control unit. The main control unit is electrically connected to the voltage detection unit and the CAN transceiver, and is used for signal processing and logic control. The voltage detection unit is electrically connected to the CAN bus on / off switch and is used to collect CAN voltage. The CAN bus on / off switch is used to control the on / off state of the CAN bus. The secondary control unit is electrically connected to the CAN transceiver and is used to process requests from the upper-level controller and perform wheel-end clamping control.

2. The EMB brake system with more network fault self-diagnosis and shielding according to claim 1, characterized in that, The domain controller includes a first domain controller and a second domain controller that are redundant and have the same structure, wherein the first domain controller and the second domain controller are connected for communication via a CAN transceiver.

3. The EMB brake system with more network fault self-diagnosis and shielding according to claim 2, characterized in that, The transceiver includes a first transceiver, a second transceiver, a third transceiver, and a fourth transceiver. The main control unit of the first domain controller is communicatively connected to the secondary control unit of the wheel-end controller through the first transceiver. The main control unit of the second domain controller is communicatively connected to the secondary control unit of the wheel-end controller through the third transceiver. The first domain controller and the second domain controller are communicatively connected through the second transceiver and the fourth transceiver.

4. The EMB braking system with enhanced network fault self-diagnosis and shielding as described in claim 3, characterized in that, The CAN bus on / off switch controls the on / off state of the CAN bus to control the communication connection between the CAN transceiver and the wheel-end controller. The wheel-end controller includes a left front wheel-end controller, a right front wheel-end controller, a left rear wheel-end controller, and a right rear wheel-end controller.

5. The EMB braking system with enhanced network fault self-diagnosis and shielding as described in claim 4, characterized in that, The first domain controller and / or the second domain controller communicate with the wheel-end controller via a CAN bus. The CAN bus has a pair of differential signal lines, namely a high-level line and a low-level line. Both the high-level line and the low-level line are equipped with on / off switches. The on / off switches are used to control the communication connection between the first domain controller and / or the second domain controller and the wheel-end controller. The CAN bus includes a CAN1 bus and a CAN2 bus, and the CAN1 bus and the CAN2 bus are redundant backups of each other.

6. The EMB braking system with enhanced network fault self-diagnosis and shielding as described in claim 1, characterized in that, The voltage detection unit acquires the CAN voltage at a preset test point to obtain voltage data, which includes high voltage and low voltage.

7. The EMB braking system with enhanced network fault self-diagnosis and shielding as described in claim 6, characterized in that, in, The main control unit generates a CAN fault when the voltage difference between the high voltage and the low voltage is less than a preset voltage value and the duration exceeds a preset time value, and / or the main control unit generates a CAN fault when either the high voltage or the low voltage is maintained within a preset range value for a preset time period.

8. The EMB braking system with enhanced network fault self-diagnosis and shielding as described in claim 7, characterized in that, When a CAN fault is generated, disconnect the CAN bus on / off switch at the corresponding preset test point location.

9. An EMB braking system with enhanced network fault self-diagnosis and shielding as described in claim 7, characterized in that, When a CAN fault is generated, the fault light corresponding to the preset test point where the fault occurred will be illuminated.

10. An EMB braking system with enhanced network fault self-diagnosis and shielding as described in claim 7, characterized in that, The preset voltage value, the preset time value, the preset time period, and the preset range value are related to vehicle calibration or CAN protocol calibration.

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