Vehicle braking system for four-wheel electromechanical braking EMB architecture

Abstract

A vehicle braking system for a four-wheel electromechanical braking (EMB) architecture is provided. The braking system includes: a first set of brakes mounted on a first set of wheels of the vehicle, the first set of wheels comprising two diagonally opposite wheels of the vehicle; a second set of brakes mounted on a second set of wheels of the vehicle, the second set of wheels comprising two additional diagonally opposite wheels of the vehicle; and a brake controller assembly for controlling the first and second sets of brakes, the brake controller assembly including a backup power supply separate from the vehicle's main power supply. The first set of brakes is connected to both the main power supply and the backup power supply.

Description

Technical Field

[0001] Various embodiments of this disclosure generally relate to a braking system for a vehicle, and more specifically to a vehicle braking system for a four-wheel electromechanical brake (EMB) architecture. Background Technology

[0002] Braking systems used in motor vehicles (especially motor vehicles) function to reduce the vehicle's speed or keep it stationary. Various types of braking systems are commonly used in motor vehicles, including hydraulic, anti-lock braking (ABS), and electric braking systems or brake-by-wire systems. For example, in a hydraulic braking system, hydraulic fluid transfers energy from the brake pedal to the brake pads to slow or stop the rotation of the vehicle's wheels. Electronic devices control the hydraulic fluid in a hydraulic braking system. In an electric braking system, the application and release of the brakes are controlled by an electric caliper or motor via electrical signals.

[0003] These electric braking systems typically include an electromechanical actuator that is connected to the brake caliper via a cable (as a headdrum structure) or directly attached to the brake caliper. The actuator converts electrical electricity into rotating mechanical output power to move the cable or drive a screw and apply the brake. Typically, the electromechanical actuator includes an electric motor and mechanical components for achieving the necessary load transfer.

[0004] The following implementations have been described in relation to these and other general considerations. Furthermore, although relatively specific problems have been discussed, it should be understood that the implementations are not limited to solving the specific problems identified in the background section. Summary of the Invention

[0005] The features and advantages of this disclosure will be more readily understood and apparent from the following detailed description (which should be read in conjunction with the accompanying drawings) and from the appended claims.

[0006] According to various embodiments of the present disclosure, a braking system for a vehicle may include: a first set of brakes mounted on a first set of wheels of the vehicle, the first set of wheels including two diagonally opposite wheels of the vehicle; a second set of brakes mounted on a second set of wheels of the vehicle, the second set of wheels including two additional diagonally opposite wheels of the vehicle; and a brake controller assembly that controls the first set of brakes and the second set of brakes, the brake controller assembly including a backup power supply separate from the main power supply of the vehicle, wherein the first set of brakes is connected to both the main power supply and the backup power supply, and the second set of brakes is connected only to the main power supply.

[0007] Each brake that makes up the first group of brakes and the second group of brakes is an electromechanical brake (EMB).

[0008] The first set of wheels includes the vehicle's left front wheel and right rear wheel, and the second set of wheels includes the vehicle's right front wheel and left rear wheel.

[0009] The brake controller assembly also includes a redundant controller architecture, which includes a first electronic control unit (ECU) and a second ECU, with only the first ECU of the two ECUs connected to a backup power supply.

[0010] The brake controller assembly also includes a switching circuit configured to switch the first ECU from the main power supply to the backup power supply when the switching circuit detects a failure in the main power supply.

[0011] A switching circuit is a fully analog circuit implemented using one or more power transistors.

[0012] One or more power transistors include metal-oxide-semiconductor field-effect transistors (MOSFETs).

[0013] The switching circuit is also configured to switch the first set of brakes to the backup power supply when the switching circuit detects a failure in the main power supply.

[0014] Backup power sources include supercapacitors.

[0015] Backup power includes lithium rechargeable batteries.

[0016] The first ECU and the first set of brakes are configured such that in the event of a main power failure, only the first ECU and the first set of brakes are operable, while the second ECU and the second set of brakes are inoperable.

[0017] The second set of brakes is configured not to provide braking to the vehicle when not in operation.

[0018] Each brake that makes up the first group of brakes and the second group of brakes is configured to become inoperable and unable to provide braking to the vehicle when any one of the brakes that makes up the first group of brakes and the second group of brakes loses power.

[0019] The backup power supply includes sufficient electrical force to provide a complete stop for the vehicle using the first set of brakes, the complete stop including setting at least one parking brake in the first set of brakes.

[0020] The braking controller assembly also includes a health monitoring unit configured to monitor the health status of the backup power supply.

[0021] The braking system complies with ECE R13H braking specifications.

[0022] The first set of brakes is connected to the brake controller assembly via a first data communication line, and the second set of brakes is connected to the brake controller assembly via a second data communication line separate from the first data communication line.

[0023] The first data communication line is a first dedicated controller area network (CAN) bus, and the second data communication line is a second dedicated CAN bus.

[0024] The brake controller assembly is separate from the vehicle's chassis controller.

[0025] The present invention is provided to present, in a simplified form, the selection of concepts further described below in the detailed embodiments. The present invention is not intended to identify key or essential features of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter. Attached Figure Description

[0026] Various embodiments according to this disclosure will be described with reference to the accompanying drawings, in which: Figure 1A This is a diagram illustrating a braking system of a vehicle according to an exemplary embodiment of the present disclosure.

[0027] Figure 1B This illustrates an exemplary embodiment according to the present disclosure. Figure 1A A diagram showing an exemplary brake controller component configuration for a braking system.

[0028] Figure 2 This is an exemplary embodiment based on the present disclosure. Figure 1A An example of the implementation of a braking system.

[0029] Unless otherwise stated, corresponding numbers and symbols in different figures generally refer to corresponding parts. The figures are drawn to clearly illustrate relevant aspects of the embodiments and are not necessarily drawn to scale. Detailed Implementation

[0030] In the following detailed description, reference is made to the accompanying drawings, which form a part of this disclosure, and specific embodiments in which the invention can be practiced are illustrated by way of example. These embodiments are described in sufficient detail to enable those skilled in the art to practice the invention, and it should be understood that other embodiments can be utilized and structural, logical, and electrical changes can be made without departing from the spirit and scope of the invention. Therefore, the following detailed description should not be considered limiting, and the scope of the invention is defined only by the appended claims and their equivalents. Like reference numerals in the drawings denote like parts, as should be apparent from the context of their use.

[0031] Now go to Figure 1A , Figure 1A A braking system 2400 for a vehicle (i.e., a motor vehicle) according to an exemplary embodiment of the present disclosure is shown. In the embodiment, Figure 1A The braking system 2400 is compatible with any type of steering system (e.g., steer-by-wire, power steering, rack and pinion steering, recirculating ball steering, hydraulic power steering, electric power steering, manual steering, etc.). In the implementation, Figure 1A The braking system 2400 can be configured as a brake-by-wire braking system.

[0032] like Figure 1A As shown, the vehicle includes four wheels 2450 (also referred to herein as "wheels 2450"). Each wheel is equipped with an electromechanical brake (EMB) (i.e., EMB 2454A-2454D). Each EMB 2454A-2454D may include a parking brake. Alternatively, parking brakes are provided only on the EMB 2454C and 2454D mounted on the rear wheels.

[0033] Each EMB can be any type of electromechanical brake utilizing a "brake-by-wire" braking / braking system that uses an electric motor at each wheel 2450 to apply braking force, completely replacing hydraulic fluid and mechanical linkages. This advantageously allows for faster response times, independent and precise control of each wheel for improved safety and stability, and a simpler, cleaner design with fewer parts. EMB is considered the future of braking, especially for electric and autonomous vehicles, as it enables more advanced chassis control, regenerative braking, and reduced maintenance.

[0034] However, due to the lack of hydraulic fluid and mechanical linkages, the EMB may become completely inoperable (i.e., unable to operate and provide any braking capability to the vehicle) when it loses power (i.e., electrical power). For example, if the power supply for the EMB 2454A-2454D fails, the vehicle will also lose its braking capability. Therefore, a new braking system is needed to support this full (i.e., four-wheel) EMB architecture. This new braking system not only needs to comply with various braking safety standards (e.g., ECE R13H braking specifications, etc.) but also needs to prevent adding additional weight and cost to the vehicle (e.g., by adding an auxiliary vehicle battery, etc.).

[0035] The embodiments disclosed herein (i.e., braking system 2400) are designed to address and resolve the aforementioned problems of this full (i.e., four-wheel) EMB architecture, and will be described in more detail below.

[0036] Back Figure 1AThe braking system 2400 disclosed herein includes a braking controller assembly 2410 comprising a first controller 2412, a second controller 2414, a switching circuit 2418, and a backup power supply 2416. Each of the first controller 2412 and the second controller 2414 may be configured as, for example, but not limited to, a microcontroller unit (MCU), an electronic control unit (ECU), a circuit chip, a semiconductor circuit, and a circuit board having a memory (e.g., for storing instructions to be executed by one or more processors coupled to the memory), one or more processors, and electronic components.

[0037] In one example of the embodiments disclosed herein, the first controller 2412 may be configured to act as the master ECU controlling all EMBs 2454A-2454D, while the second controller may be configured as a standby (i.e., redundant) ECU, which is automatically activated in the event of a failure of the master ECU. Alternatively, in another example of the embodiments disclosed herein (see below...) Figure 1B (Discussed in more detail), both the first controller 2412 and the second controller 2414 can act as the main ECU and control the two EMBs 2454A-2454D respectively.

[0038] Switching circuit 2418 can be configured to detect faults within the vehicle's main power supply 2406 (e.g., the main vehicle battery) to switch the connection between certain components of braking system 2400 (e.g., some of EMB2454A-2454D, the first controller 2412, etc.) between main power supply 2406 and backup power supply 2416. In other words, when main power supply 2406 is active, switching circuit 2418 connects components of braking system 2400 to main power supply 2406. And when main power supply 2406 fails, switching circuit 2418 connects components of braking system 2400 to backup power supply 2416.

[0039] In implementations, the switching circuit 2418 can be implemented using purely analog components. For example, the switching circuit 2418 can be configured using a combination of physical switches and transistors (e.g., power metal-oxide-semiconductor field-effect transistors (MOSFETs), bipolar junction transistors (BJTs), etc.). Configuring the switching circuit 2418 in a purely analog manner advantageously increases the detection and response time for power supply faults (of the main power supply 2406) compared to a configuration using a hybrid digital and analog approach (e.g., using a microcontroller to detect and process power levels, current, etc.).

[0040] In the implementation, the switching circuit 2418 may also be referred to as a "power-or" circuit (as will be referenced below). Figure 1B(Described in more detail). In one example of the embodiments disclosed herein, the switching circuit 2418 may be implemented as part of the first controller 2412 (e.g., mounted on the printed circuit board (PCB) of the first controller 2412). In another example, the switching circuit 2418 may be implemented as its own separate component (or a combination of components on its own PCB, etc.) separate from other components of the brake controller assembly 2410 (i.e., the first controller 2412, the second controller 2414, the backup power supply 2416).

[0041] The backup power source 2416 can be implemented as a supercapacitor or a lithium rechargeable battery. Each of these example components can be charged (or have its charge held) in a manner that is predetermined by the manufacturer of the braking system 2400 (and / or the vehicle) as necessary to provide a complete stop (i.e., a full brake) for the vehicle while also having sufficient charge (e.g., electrical power) to set at least one of the parking brakes (also referred to herein as “parking brakes”) of the EMB 2454A-2454D (i.e., one of the parking brakes of the EMB mounted on the rear wheels of the vehicle).

[0042] In one example, it is assumed that at least 200 joules (J) of power are required for 0.4G deceleration within 5 seconds of moving from 70 km / h to a complete stop. Using these conditions, and also assuming a 16-volt capacitor charging capacity with a current-limiting charging circuit, the minimum required capacitance would be 2 farads (F), resulting in a final voltage of 7 volts on the large-capacity capacitor. Additionally, each additional stopping event would require approximately 1.8F. Other constraints considered here include: a peak voltage of 40 amps (40A); sufficient energy to perform at least one auxiliary braking application and EMB parking brake application maneuver; and a lifespan of over 10 years for the backup power supply 2416. As a result of these constraints and conditions, if the supercapacitor is used as the backup power supply 2416, the supercapacitor could have the following properties: 6s2p providing a 5F@18V rating; 2F required for a starting voltage of 16V on the capacitor; 12mm d 25mm h 12 pieces; etc. If a lithium rechargeable battery is used, the lithium rechargeable battery can have properties such as a 5mAh battery. Both the supercapacitor and the lithium rechargeable battery can be kept charged using a charging circuit (not shown) that receives power from the main power supply 2406.

[0043] In the implementation, although Figure 1ANot shown, but the brake controller assembly 2410 may include an energy storage health monitoring unit and / or circuitry (e.g., as part of the first controller 2412, separate from the first controller 2412, etc.) that monitors the health and voltage charge of the backup power source 2416 (e.g., a supercapacitor and a lithium rechargeable battery). This advantageously ensures that the brake controller assembly 2410 (and the vehicle chassis controller, etc., in communication with the brake controller assembly) is always aware of the health and capability of the backup power source 2416. For example, if the energy storage health monitoring unit and / or circuitry detects that the backup power source 2416 is no longer holding charge (or is not holding sufficient charge), the brake controller assembly 2410 (and / or the vehicle chassis controller) may (e.g., to the driver, manufacturer, etc.) issue a warning to check and / or replace the backup power source 2416.

[0044] In an embodiment, the braking system 2400 may further include a brake input unit 2404 and a main power supply 2406. As discussed, the main power supply 2406 may be the vehicle's main battery. The brake input unit 2404 may include at least one or more sensors (e.g., pedal sensors, etc.) capable of providing vehicle braking operation information (e.g., pedal position, vehicle speed, etc.) to the first controller 2412 and the second controller 2414 of the brake controller assembly 2410. The first controller 2412 and the second controller 2414 may then use (e.g., process) such vehicle braking operation information to operate the EMB 2454A-2454D.

[0045] like Figure 1A As also shown, all EMB 2454A-2454D can be connected to (e.g., via the main power line) and receive power from the main power supply 2406. The main power supply 2406 can also supply power to at least the brake input unit 2404, the first controller 2412, the second controller 2414, and the backup power supply 2416, and can be connected to the switching circuit 2418. In other words, all these components are powered by the main power supply 2406 when it is operational (i.e., no failure occurs).

[0046] like Figure 1A Further shown, the switching circuit 2418 connects at least two of the first controller 2412 and EMBs 2454A-2454D to the backup power supply 2416. The second controller 2414 is not connected to the backup power supply 2416. In other words, if the main power supply 2406 fails, at least two of the first controller 2412 and EMBs 2454A-2454D will (by the switching circuit 2418 when such a failure is detected) switch to receive power from the backup power supply 2416 instead. Additionally, although in Figure 1AIt is not explicitly shown (for the sake of brevity), but the switching circuit 2418 also connects the backup power supply 2416 to the brake input unit 2404.

[0047] In the implementation and as Figure 1A As shown, the two EMBs 2454A-2454D connected to the backup power supply 2416 can be diagonally opposite each other. In other words, at least one front EMB (e.g., as shown in the image) Figure 1B The 2454B shown) and its diagonal counterparts (e.g., such as Figure 1A The 2454C shown will be connected to the backup power supply 2416 (e.g., via a backup power line). This advantageously ensures that, in the event of a failure of the main power supply 2406, auxiliary braking and EMB parking brake application operations still meet (i.e., comply with) international braking safety standards (e.g., ECE R13H braking specifications, etc.). This will be referred to below. Figure 2 The implementation example shown is discussed in more detail.

[0048] like Figure 1A As also shown, EMB 2454A-2454D can be grouped together as a diagonal pair. Specifically, EMB A2454A and EMB D 2454D can be grouped together as one pair, while EMB B 2454B and EMB C 2454C can be grouped together as another pair. The EMB A 2454A and EMB D 2454D pair can use a first data line (i.e., Figure 1A The data lines A shown communicate with each other and with the brake controller assembly 2410. The EMB B 2454B and EMB C 2454C pairs can use a second data line (i.e., Figure 1A The data lines B shown communicate with each other and with the brake controller assembly 2410. Each data line can be implemented using a communication bus and / or communication channel (e.g., a dedicated controller area network (CAN) bus / channel, Ethernet, etc.). Individual data lines can connect these brake groups to other controllers installed in the vehicle (e.g., the vehicle's main chassis controller, etc.).

[0049] Now go to Figure 1B , Figure 1B Exemplary embodiments according to this disclosure are illustrated. Figure 1A A diagram showing an example brake controller component configuration for a braking system. Figure 1B The examples shown should not be used to limit the implementations disclosed herein to any particular configuration, and are presented only as a non-limiting example configuration that can implement the brake controller component 2410.

[0050] like Figure 1BAs shown in the example, each controller (i.e., the first controller 2412 as ECU 1 and the second controller 2414 as ECU 2) can be connected to and control the diagonal pairs of EMBs 2454A-2454D. Specifically, ECU 1 is connected to and controls the right front (FR) and left rear (RL) EMBs, while ECU 2 is connected to and controls the left front (FL) and right rear (RR) EMBs. Each controller may also include any number of electric fuses (eFuses) to protect the EMBs from current surges, etc.

[0051] like Figure 1B As further shown in the example, the switching circuit 2418 (is implemented as) Figure 1B The controlled V-bridges 1 and 2 in the circuit can prevent complete loss of braking by allowing at least ECU 1 to reconnect (i.e., switch to) the backup source (i.e., backup source 2416) from VBatt (i.e., main power supply 2406). Specifically, the switching circuit 2418 can be implemented using a combination of power MOSFETs for connecting the two sources (i.e., VBatt and backup source) or (OR) together. In the event of VBatt loss, switch U1 will open while switch U2 will close, connecting the backup source to both EMBs connected and controlled by ECU 1. In this example, switch U2 will remain closed during standard operation (i.e., when VBatt is not faulty) and will only open when VBatt fails. The drivers for the switches (e.g., U1, U2, U3) may also include reverse battery and / or overheat protection mechanisms.

[0052] Now go to Figure 2 , Figure 2 This is an exemplary embodiment based on the present disclosure. Figure 1A An example of the implementation of a braking system. More specifically, Figure 2 The fault condition of the main power supply 2406 is shown as marked by X on the diagram of the main power supply 2406.

[0053] In this state where the main power supply 2406 fails, the second controller 2414 and the two EMBs (e.g., EMB A 2454A and EMB D 2454D) completely lose power and become completely inoperable (i.e., completely unable to provide any functions and / or capabilities that these components are designed to provide).

[0054] like Figure 2As further shown, the switching circuit 2418 has detected a failure in the main power supply 2406 and has switched some components of the braking system 2400 to alternatively receive power from the backup power supply 2416. In particular, the brake input unit 2404 (i.e., providing pedal sensing to the brake controller assembly 2410), the first controller 2412 (i.e., receiving pedal sensing), EMB B2454B, and EMB C 2454C are now powered by the backup power supply 2416.

[0055] Due to this switching to the backup power supply 2416, the remaining energized components (i.e., brake input unit 2404, first controller 2412, EMB B 2454B, and EMB C 2454C) can work together (i.e., in series) to provide at least one auxiliary brake application and EMB parking brake application manipulation to attempt to bring the vehicle to a complete stop (i.e., full stop) using the electrical quantity (i.e. charge) stored in the backup power supply 2416.

[0056] Figure 2 The configuration shown in the implementation example not only advantageously enables the braking system 2400 to comply with international braking safety standards (e.g., ECE R13H braking specifications, etc.), but also effectively reduces the cost and complexity of the braking system 2400 by eliminating the need to install another vehicle battery as a backup battery for the main power supply 2406. Therefore, the aforementioned problems associated with using a full (i.e., all four wheels) EMB architecture are resolved, and a new and improved braking system is obtained.

[0057] Although exemplary embodiments have been described in detail, it should be understood that various changes, substitutions and modifications may be made herein without departing from the spirit and scope of this application as defined by the appended claims.

[0058] Multiple components or steps can be provided by a single integrated component or step. Alternatively, a single component or step can be divided into multiple separate components or steps.

[0059] The disclosure of “a” or “an” describing an element or step is not intended to exclude additional elements or steps.

[0060] While the terms first, second, third, etc., may be used herein to describe various elements, components, regions, layers, and / or parts, these elements, components, regions, layers, and / or parts should not be limited by these terms. These terms may be used to distinguish one element, component, region, layer, or part from another. Terms such as “first,” “second,” and other numerical terms used herein do not imply order or sequence unless the context clearly indicates otherwise. Therefore, without departing from the teachings, the first element, component, region, layer, or part discussed below may be referred to as the second element, component, region, layer, or part.

[0061] For ease of description, spatial relative terms such as “inside,” “outside,” “below,” “below,” “lower,” “above,” and “upper” are used herein to describe the relationship between one element or feature and another element or feature as shown in the figure. In addition to the orientation depicted in the figure, spatial relative terms may be intended to cover different orientations of the device in use or operation. For example, if the device in the figure is flipped, an element described as “below” or “below” other elements or features would be oriented as “above” other elements or features. Therefore, the example term “below” can cover both above and below orientations. The device may be oriented in other ways (rotated 90 degrees or in other orientations), and the spatial relative descriptors used herein shall be interpreted accordingly.

[0062] Furthermore, the scope of this application is not intended to be limited to the specific embodiments of the processes, machines, manufactures, and material compositions, apparatuses, methods, and steps described in the specification. As will be readily apparent from this disclosure to those skilled in the art, existing or later-developed processes, machines, manufactures, material compositions, apparatuses, methods, or steps that perform substantially the same functions or achieve substantially the same results as the corresponding embodiments described herein can be utilized according to embodiments and alternative embodiments. Accordingly, claims such as those concerning these processes, machines, manufactures, material compositions, apparatuses, methods, or steps are included within the scope of this disclosure.

[0063] Cross-referencing of related patent applications

[0064] This application claims the benefit of U.S. Patent Application Serial No. 63 / 758,304, filed February 13, 2025, entitled “FOUR WHEEL ELECTROMECHANICALBRAKE (EMB) VEHICLE ARCHITECTURE”, the entire contents of which are incorporated herein by reference.

Claims

1. A braking system for a vehicle, the braking system comprising: The first set of brakes is mounted on the first set of wheels of the vehicle, the first set of wheels comprising two wheels diagonally opposite each other of the vehicle; The second set of brakes is mounted on the second set of wheels of the vehicle, which includes two other wheels of the vehicle that are diagonally opposite each other. as well as A brake controller assembly that controls the first group of brakes and the second group of brakes, the brake controller assembly including a backup power supply separate from the vehicle's main power supply. The first set of brakes is connected to both the main power supply and the backup power supply, while the second set of brakes is connected only to the main power supply.

2. The braking system according to claim 1, wherein, Each brake constituting the first group of brakes and the second group of brakes is an electromechanical brake (EMB).

3. The braking system according to claim 2, wherein, The first set of wheels includes the left front wheel and the right rear wheel of the vehicle, and the second set of wheels includes the right front wheel and the left rear wheel of the vehicle.

4. The braking system according to claim 2, wherein, The brake controller assembly also includes a redundant controller architecture, which includes a first electronic control unit (ECU) and a second ECU, with only the first ECU of the first ECU and the second ECU connected to the backup power supply.

5. The braking system according to claim 4, wherein, The brake controller assembly further includes a switching circuit configured to switch the first ECU from the main power supply to the backup power supply when the switching circuit detects that the main power supply has failed.

6. The braking system according to claim 5, wherein, The switching circuit is a fully analog circuit implemented using one or more power transistors.

7. The braking system according to claim 6, wherein, The one or more power transistors include metal-oxide-semiconductor field-effect transistors (MOSFETs).

8. The braking system according to claim 5, wherein, The switching circuit is also configured to switch the first set of brakes to the backup power supply when the switching circuit detects that the main power supply has failed.

9. The braking system according to claim 8, wherein, The backup power source includes a supercapacitor.

10. The braking system according to claim 8, wherein, The backup power source includes a lithium rechargeable battery.

11. The braking system according to claim 8, wherein, The first ECU and the first set of brakes are configured such that, in the event of a main power failure, only the first ECU and the first set of brakes operate, while the second ECU and the second set of brakes do not operate.

12. The braking system according to claim 11, wherein, The second set of brakes is configured not to provide braking to the vehicle when not in operation.

13. The braking system according to claim 8, wherein, Each brake constituting the first group of brakes and the second group of brakes is configured to become inoperable and unable to provide braking for the vehicle when power is lost in any of the brakes constituting the first group of brakes and the second group of brakes.

14. The braking system according to claim 8, wherein, The backup power source includes electrical force sufficient to provide a complete stop for the vehicle using the first set of brakes, the complete stop including setting at least one parking brake in the first set of brakes.

15. The braking system according to claim 8, wherein, The braking controller assembly also includes a health monitoring unit configured to monitor the health status of the backup power supply.

16. The braking system according to claim 2, wherein, The braking system conforms to ECE R13H braking specifications.

17. The braking system according to claim 2, wherein, The first set of brakes is connected to the brake controller assembly via a first data communication line, and the second set of brakes is connected to the brake controller assembly via a second data communication line separate from the first data communication line.

18. The braking system according to claim 17, wherein, The first data communication line is a first dedicated controller area network (CAN) bus, and the second data communication line is a second dedicated CAN bus.

19. The braking system according to claim 17, wherein, The brake controller assembly is separate from the vehicle's chassis controller.

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