Vehicle braking system for four-wheel electro-mechanical brake (EMB) architecture

Abstract

The invention provides a brake system for a vehicle, the brake system comprising: a first set of brakes mounted on a first set of road wheels of the vehicle, the first set of road wheels comprising two road wheels of the vehicle arranged diagonally to each other; a second set of brakes mounted on a second set of road wheels of the vehicle, the second set of road wheels comprising two further road wheels of the vehicle arranged diagonally to each other; and a brake controller assembly configured to control the first set of brakes and the second set of brakes, the brake controller assembly comprising a first back-up power supply and a second back-up power supply, the first back-up power supply and the second back-up power supply being separate from a vehicle power supply of the vehicle.

Description

Cross-reference to related applications

[0001] This application claims the benefit of U.S. patent applications filed March 4, 2025, Serial No. 63 / 766,965, entitled "FOUR WHEEL ELECTROMECHANICAL BRAKE (EMB) VEHICLEARCHITECTURE", and February 23, 2026, Application No. 19 / 547,406, entitled "VEHICLE BRAKE SYSTEM FOR FOUR WHEEL ELECTROMECHANICAL BRAKE (EMB) ARCHITECTURE", the entire contents of which are incorporated herein by reference. Technical Field

[0002] 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

[0003] Braking systems, used in motor vehicles, particularly automobiles, function to reduce the vehicle's speed or keep it stationary. Various types of braking systems are commonly used in automobiles, including hydraulic braking systems, anti-lock braking systems (ABS), and electric 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 electric calipers or a motor via electrical signals.

[0004] These electric braking systems typically include electromechanical actuators that connect to the brake calipers via cables, such as drum brakes, or are directly attached to the brake calipers. The actuators convert electrical power into rotating mechanical output power to move the cables or drive a screw and apply braking. Typically, an electromechanical actuator includes an electric motor and mechanical components for achieving the necessary load transfer.

[0005] It is in view of these and other general considerations that the following embodiments are described. Furthermore, while relatively specific problems have been discussed, it should be understood that the embodiments are not limited to solving the specific problems identified in the background art. Summary of the Invention

[0006] 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 claims appended to that detailed description.

[0007] According to various embodiments of the present disclosure, a braking system may include: a first set of brakes mounted on a first set of road wheels of a vehicle, the first set of road wheels including two road wheels of the vehicle arranged diagonally opposite each other; a second set of brakes mounted on a second set of road wheels of the vehicle, the second set of road wheels including two more road wheels of the vehicle arranged diagonally opposite each other; and a brake controller assembly configured to control the first set of brakes and the second set of brakes, the brake controller assembly including a first backup power supply and a second backup power supply, the first backup power supply and the second backup power supply being separate from the vehicle's vehicle power supply, wherein the first set of brakes is connected to both the vehicle power supply and the first backup power supply, and the second set of brakes is connected to both the vehicle power supply and the second backup power supply.

[0008] Each of the first group of brakes and the second group of brakes is an electromechanical brake (EMB), and each of the first backup power source and the second backup power source includes an electrical force that provides at least one complete stop for braking the vehicle using the corresponding brakes in the first group of brakes and the second group of brakes, the at least one complete stop including setting at least one parking brake in the corresponding brakes in the first group of brakes and the second group of brakes.

[0009] The braking system complies with ECE R13H braking specifications, and the vehicle is a Level 2 (L2) driving automation vehicle.

[0010] The brake controller assembly further includes a redundant controller architecture comprising a first electronic control unit (ECU) and a second ECU, wherein the first ECU is connected to the vehicle power supply and a first backup power supply, and the second ECU is connected to the vehicle power supply and the second backup power supply.

[0011] The brake controller assembly may further include: a first switching circuit configured to switch a first ECU from the vehicle power supply to a first backup power supply when the first switching circuit detects a vehicle power supply failure; and a second switching circuit configured to switch a second ECU from the vehicle power supply to a second backup power supply when the second switching circuit detects a vehicle power supply failure.

[0012] Both the first switching circuit and the second switching circuit are fully analog circuits that include one or more power transistors.

[0013] The one or more power transistors are power metal-oxide-semiconductor field-effect transistors (MOSFETs).

[0014] The first switching circuit is further configured to switch the first set of brakes to the first backup power supply when the first switching circuit detects a vehicle power supply failure, and the second switching circuit is further configured to switch the second set of brakes to the second backup power supply when the second switching circuit detects a vehicle power supply failure.

[0015] Each of the primary and secondary backup power supplies includes a supercapacitor.

[0016] Each of the first and second backup power supplies is a lithium rechargeable battery.

[0017] According to various embodiments of the present disclosure, a braking system may include: a first set of brakes mounted on a first set of road wheels of a vehicle, the first set of road wheels including two road wheels of the vehicle arranged diagonally opposite each other; a second set of brakes mounted on a second set of road wheels of the vehicle, the second set of road wheels including two more road wheels of the vehicle arranged diagonally opposite each other; and a brake controller assembly configured to control the first set of brakes and the second set of brakes, the brake controller assembly including a switching circuit connected to a first vehicle power supply and a second vehicle power supply of the vehicle, wherein the first set of brakes is indirectly connected to both the first vehicle power supply and the second vehicle power supply via the switching circuit, and the second set of brakes is directly connected to the second vehicle power supply and indirectly connected to the first vehicle power supply via the switching circuit.

[0018] Each of the first and second sets of brakes is an electromechanical brake (EMB), the first vehicle power source is the first vehicle battery, and the second vehicle power source is the second vehicle battery.

[0019] The braking system complies with ECE R13H braking specifications, and the vehicle is a Level 3 (L3) or Level 4 (L4) driving automation vehicle.

[0020] The brake controller assembly includes a redundant controller architecture comprising a first electronic control unit (ECU) and a second ECU, the first ECU being directly connected to a switching circuit and the second ECU being directly connected to a second vehicle battery.

[0021] The switching circuit is configured to switch the first ECU and the first set of brakes from being powered by the first vehicle battery to being powered by the second vehicle battery when the switching circuit detects a failure in the first vehicle battery.

[0022] A switching circuit is a fully analog circuit that includes one or more power transistors.

[0023] The one or more power transistors are power metal-oxide-semiconductor field-effect transistors (MOSFETs).

[0024] When the second vehicle battery fails, the second ECU and the second set of brakes do not operate, and cannot provide any braking operation for the vehicle when the second ECU and the second set of brakes are not operating.

[0025] The vehicle's steering system is a steer-by-wire system, its braking system is a brake-by-wire system, and the braking system includes a dual controller area network (CAN) communication system, which includes redundant CAN buses.

[0026] The brake controller assembly is separated from the vehicle's chassis controller and is connected to the chassis controller via one or more of the redundant CAN buses of the dual CAN support communication system.

[0027] This summary aims to introduce, in a simplified form, some concepts that will be further described in the detailed embodiments described below. This summary 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

[0028] 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.

[0029] Figure 1B This illustrates exemplary embodiments according to this disclosure. Figure 1A and Figure 1D A diagram illustrating an example brake controller component configuration for a braking system.

[0030] Figure 1C This is based on exemplary embodiments of the present disclosure. Figure 1A An example of the implementation of a braking system.

[0031] Figure 1D This is a diagram illustrating a braking system of a vehicle according to an exemplary embodiment of the present disclosure.

[0032] Figure 1E and Figure 1F This is based on exemplary embodiments of the present disclosure. Figure 1D An example of the implementation of a braking system.

[0033] Figure 2 This illustrates exemplary embodiments according to this disclosure. Figure 1A and Figure 1D A diagram illustrating the communication system of the braking system.

[0034] Unless otherwise stated, corresponding reference numerals and symbols in different figures generally refer to corresponding parts. The figures are drawn to clearly illustrate relevant aspects of the embodiments, but the figures are not necessarily drawn to scale. Detailed Implementation

[0035] 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 construed as limiting, and the scope of the invention is defined only by the appended claims and their equivalents. It will be apparent from the context of use that similar reference numerals in the drawings refer to similar parts.

[0036] Turn now 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 an embodiment, Figure 1A The braking system 2400 can be configured as a brake-by-wire system. In an embodiment, Figure 1A The braking system 2400 can also be installed in any type of vehicle with an internal combustion engine, battery electric or hybrid powertrain.

[0037] in addition, Figure 1A The braking system 2400 is adapted to meet (i.e., conform to) all requirements for Level 2 (L2) driving automation vehicle setups as defined, standardized and / or required by the Society of Automotive Engineers (SAE) J3016 “Classification and Definition of Terms Related to Driving Automation Systems for Road Motor Vehicles”.

[0038] like Figure 1A As shown, the vehicle includes four road wheels 2450 (also referred to herein as "wheels 2450"). Each of the road wheels is equipped with an electromechanical brake (EMB) (i.e., EMB 2454A-2454D). Each EMB 2454A-2454D may include a parking brake. Optionally, only EMBs 2454C and 2454D mounted on the rear wheels are equipped with parking brakes.

[0039] Each EMB can be any type of electromechanical brake that utilizes a "brake-by-wire" braking system, employing an electric motor at 2450 on each wheel 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.

[0040] However, due to the lack of hydraulic fluid and mechanical linkages, the EMB may become completely inoperable (i.e., unable to operate and unable to provide any braking capability to the vehicle) when its power (i.e., electrical energy) is lost. For example, if the power supply for the EMB 2454A-2454D fails, the vehicle will also lose braking capability. Therefore, a new braking system is needed to support this fully (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 (e.g., by adding auxiliary vehicle batteries, etc.) adding extra weight and cost to the vehicle.

[0041] The embodiments disclosed herein (i.e., braking system 2400) are designed to address and overcome the aforementioned problems of this fully (i.e., four-wheel) EMB architecture, and will be described in more detail below.

[0042] Back Figure 1A The braking system 2400 of the embodiments disclosed herein includes a brake controller assembly 2410, which comprises a first controller 2412, a second controller 2414, and a first switching circuit 2418A (in... Figure 1A The second switching circuit 2418B is shown as "Switching Circuit A" in the diagram. Figure 1A The circuit consists of a switching circuit (referred to as "Switching Circuit B") and at least two backup power supplies 2416A and 2416B. Each of the first controller 2412 and the second controller 2414 may be configured, 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, for example, a memory (for storing instructions to be executed by one or more processors coupled to the memory), one or more processors, and electrical components.

[0043] 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 backup (e.g., redundant) ECU 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), the first controller 2412 and the second controller 2414 can both act as the main ECU and control the two EMBs 2454A-2454D separately.

[0044] The two switching circuits 2418A and 2418B can be identical (i.e., in terms of operation and / or components). Switching circuits 2418A and 2418B can be configured to detect a fault within the vehicle's power supply 2406 (e.g., the main vehicle battery) in order to switch the vehicle power supply 2406 to one or more backup power supplies 2416A and 2416B (in... Figure 1A The connection between the components of the switching braking system 2400 (i.e., the components connected to each of the two switching circuits 2418A and 2418B respectively) shown as "backup power supply A" and "backup power supply B".

[0045] In other words, when the vehicle power supply 2406 is operational, switching circuits 2418A and 2418B connect the respective components of the braking system 2400 to the vehicle power supply 2406. And when the vehicle power supply 2406 fails, switching circuits 2418A and 2418B connect the respective components of the braking system 2400 to one of the backup power supplies 2416A and 2416B.

[0046] More specifically, such as Figure 1A As shown, the first switching circuit 2418A switches at least the brake input unit 2404, the first controller 2412, EMB A 2454A, and EMB D 2454D (i.e., used in...). Figure 1A The switching circuit A power supply line (shown as dotted line in the diagram) is connected to the first backup power supply 2416A. On the other hand, the second switching circuit 2418B connects at least the brake input unit 2404, the second controller 2414, EMB C 2454C, and EMB B 2454B (i.e., used in…) Figure 1A The switching circuit B power supply line (shown by long dashed line-short dashed line-long dashed line) is connected to the second backup power supply 2416B.

[0047] In short, each switching circuit 2418A and 2418B connects at least one backup power source (i.e., 2416A, 2416B) to at least the brake input unit 2404, a controller (i.e., 2412 or 2414), and a diagonal brake group (i.e., one of the diagonal groups of EMB 2454A and 2454D or EMB 2454B and 2454C). Thus, the brake input unit 2404 will advantageously still have power (unless both the vehicle power source 2406 and the backup power sources 2416A and 2416B fail, which is highly unlikely) to provide brake input to the first controller 2412 and / or the second controller 2414 to meet the requirements for Level 2 (L2) driving automation vehicle setups as defined, regulated, and / or required by the Society of Automotive Engineers (SAE) J 3016, “Classification and Definition of Terms Related to Driving Automation Systems for Road Motor Vehicles.”

[0048] In embodiments, each of the switching circuits 2418A and 2418B can be implemented using purely analog components. For example, each of the switching circuits 2418A and 2418B 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 each of the switching circuits 2418A and 2418B in a purely analog manner advantageously accelerates the detection and response time for power supply faults (of the vehicle 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.).

[0049] In the embodiments, each of the switching circuits 2418A and 2418B may also be referred to as a "Power OR" circuit (see below). Figure 1C (As will be described in more detail below). In one example of the embodiments disclosed herein, each of the switching circuits 2418A and 2418B may be implemented as part of the corresponding controller (i.e., the first controller 2412 or the second controller 2414) to which they are connected (e.g., mounted on a printed circuit board (PCB) of the first controller 2412 or the second controller 2414). In another example, each of the switching circuits 2418A and 2418B may be implemented as its own independent 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 supplies 2416A and 2416B).

[0050] Each of the backup power supplies 2416A and 2416B can be implemented as a supercapacitor or a lithium rechargeable battery. Each of these example components can be charged (or maintained) to a certain charge, which 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 braking) of 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).

[0051] In one example, assuming a deceleration of 0.4G for 5 seconds from 70 km / h to a complete stop requires at least 200 joules (J) of power. Using these conditions, and assuming a capacitor charging capacity of 16 volts with a current-limiting charging circuit, the minimum required capacitance would be 2 farads (F) with a final voltage of 7V on the large-capacity capacitor. Additionally, approximately 1.8F is required for each additional stopping event. Other constraints considered here include: a peak voltage of 40 amps (40A); sufficient energy to perform at least one secondary braking application and EMB parking brake application operation; and a service life of over 10 years for each of the backup power supplies 2416A and 2416B. Due to these constraints and conditions, if a supercapacitor is used as each of the backup power supplies 2416A and 2416B, the supercapacitor could have the following characteristics: 6s2p providing a 5F @ 18V rating; requiring 2F at a capacitor starting voltage of 16V; and a 12mm diameter. 25mm high 12; etc. If a lithium rechargeable battery is used, it may have the following characteristics: 5mAh battery; etc. 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.

[0052] In another example, assuming that the brake controller assembly 2410 requires more than 7 kJ of energy to complete a full braking operation, the minimum required capacitance would be approximately 75 F, assuming a large-capacity capacitor configured to charge to 16 V and having a current-limiting charging circuit, with a final voltage of 7 V. A lithium rechargeable battery of ~500 mAh, etc., could be selected for this situation.

[0053] In the embodiments, although in 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 each of the first controller 2412 and the second controller 2414, separate from both controllers, etc.) for monitoring the health and voltage charge of each of the backup power supplies 2416A and 2416B (e.g., supercapacitors and / or lithium rechargeable batteries). More specifically, each of the backup power supplies 2416A and 2416B may be monitored by the same or separate energy storage health monitoring unit and / or circuitry. 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 each of the backup power supplies 2416A and 2416B. For example, if an energy storage health monitoring unit and / or circuitry detects that one of the backup power supplies 2416A or 2416B is no longer holding a charge (or is not holding a sufficient charge), the brake controller assembly 2410 (and / or the vehicle's chassis controller) may issue a warning (e.g., to the driver, manufacturer, etc.) to have that particular backup power supply 2416A or 2416B inspected and / or replaced.

[0054] In an embodiment, the braking system 2400 may further include a brake input unit 2404 and a vehicle power supply 2406. As described above, the vehicle 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., a pedal sensor, 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 can then use (e.g., process) such vehicle braking operation information to operate EMB 2454A-2454D.

[0055] like Figure 1A As further shown, none of the components of the braking system 2400 are directly connected to or receive power from the vehicle power supply 2406 (e.g., via the vehicle power supply line shown in solid black lines). Therefore, if the vehicle power supply 2406 fails, none of the components of the braking system 2400 will lose connection to an alternative power source (e.g., backup power sources 2416A and 2416B) to provide braking operation for the vehicle.

[0056] In the embodiments and as Figure 1A As shown, two of the EMBs 2454A-2454D connected to each of the backup power supplies 2416A and 2416B can be arranged diagonally opposite each other. In other words, at least one front EMB (e.g., as shown) Figure 1A The 2454B shown) and its diagonally opposite rear EMB (e.g., as shown) Figure 1AThe 2454C shown will be connected to the second backup power supply 2416B (e.g., via a switching circuit B power supply line), while another front EMB (i.e., 2454A) and its diagonally opposite rear EMB (i.e., 2454D) will be connected to the first backup power supply 2416A. This advantageously ensures that in the event of a failure of the vehicle power supply 2406 and at least one of the backup power supplies 2416A or 2416B, secondary braking and EMB parking brake application operations can still be provided by at least one pair of diagonal brakes, meeting (i.e., conforming to) international braking safety standards (e.g., ECE R13H braking specifications, etc.).

[0057] like Figure 1A As also shown, EMB 2454A-2454D can be grouped into diagonal pairs. Specifically, EMB A2454A and EMB D 2454D can be grouped together as one set of brakes, while EMB B 2454B and EMB C 2454C can be grouped together as another set of brakes. The EMB A 2454A and EMB D 2454D pairs can utilize the first data line (i.e., Figure 2 The EMB data lines A shown communicate with each other and with the brake controller assembly 2410. The EMB B 2454B and EMBC 2454C pairs can use a second data line (i.e., Figure 2 The EMB data lines B shown communicate with each other and with the brake controller assembly 2410. (Refer to...) Figure 2 The communication scheme and data lines of the braking system 2400 will be discussed in more detail.

[0058] Turn now Figure 1B , Figure 1B This illustrates exemplary embodiments according to this disclosure. Figure 1A A diagram illustrating an example brake controller component configuration for a braking system. Figure 1B The examples shown should not be used to limit the embodiments disclosed herein to any particular configuration, and are presented only as a non-limiting example configuration that can implement the brake controller component 2410.

[0059] like Figure 1B The example further illustrates a switching circuit (e.g., a first switching circuit 2418A, in...). Figure 1BThe controlled V-bridges 1 and 2 (implemented as controlled V-bridges 1 and 2) can prevent complete loss of braking by allowing at least ECU 1 to reconnect (i.e., switch to) a backup power source (i.e., the first backup power source 2416A) from the VBatt (i.e., vehicle power source 2406). Specifically, the first switching circuit 2418A can be implemented using a combination of power MOSFETs used to connect the two power sources (i.e., VBatt and the backup power source) (e.g., in a logical OR connection). In the event of a loss of VBatt, switch U1 will open and switch U2 will close, thereby connecting the backup power source to the two EMBs connected to 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 be turned on in the event of a VBatt failure. The drivers for the switches (e.g., U1, U2, U3) may also include reverse battery protection and / or overheat protection mechanisms.

[0060] Turn now Figure 1C , Figure 1C This is based on exemplary embodiments of the present disclosure. Figure 1A An example of the implementation of the braking system. More specifically, as marked by the X on the diagram of the vehicle power supply 2406, Figure 1C This indicates that the vehicle power supply 2406 has failed.

[0061] In the event of a failure in the vehicle power supply 2406, the two switching circuits 2418A and 2418B detect this failure and switch to connecting their respective connected components to backup power supplies 2416A and 2416B. Therefore, all components of the braking system 2400 will continue to be powered by at least one of the two backup power supplies 2416A and 2416B to which they are respectively connected. In other words, no component of the braking system 2400 will be completely de-energized and become completely inoperable (i.e., completely unable to provide any functions and / or capabilities that these components are designed to provide).

[0062] like Figure 1C As further illustrated, when the vehicle power supply 2406 fails, the first switching circuit 2418A will switch the brake input unit 2404, the first controller 2412, EMB A 2454A and EMB D 2454D to receive power from the first backup power supply 2416A, while the second switching circuit 2418B will switch the brake input unit 2404, the second controller 2414, EMB B 2454B and EMB C 2454C to receive power from the second backup power supply 2416B.

[0063] Due to this switching to backup power supplies 2416A and 2416B, these backup power-powered components are able to work together (i.e., coordinate) to use the charge (i.e., the amount of charge) stored in each of backup power supplies 2416A and 2416B to provide at least one secondary braking application and EMB parking brake application operation (or as many secondary braking applications and EMB parking brake application operations as the amount of charge stored / charged in each of backup power supplies 2416A and 2416B allows), thereby safely bringing the vehicle to a complete (i.e., thorough) stop.

[0064] Figure 1C 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.) and the requirements for Level 2 (L2) driving automation vehicle settings defined by standards and / or requirements such as those specified in SAE J 3016 "Classification and Definition of Terms Related to Driving Automation Systems for Road Motor Vehicles," but also effectively reduces the cost and complexity of the braking system 2400 by eliminating the need for a separate vehicle battery as a backup battery for the vehicle power supply 2406. Therefore, the problems discussed above related to the use of a fully (i.e., all-wheel) EMB architecture are resolved, and a new and improved braking system is obtained.

[0065] Turn now Figure 1D , Figure 1D Another example of a vehicle braking system 2400 according to an exemplary embodiment of the present disclosure is shown. Figure 1D In the example shown, except Figure 1A In addition to the backup power supplies 2416A and 2416B (internally installed / provided in the brake controller assembly 2410) and the two switching circuits 2418A and 2418B shown herein, the braking system 2400 of the embodiments herein may have the same... Figure 1A The braking system 2400 uses the exact same components. More specifically, an example of the braking system 2400 ( Figure 1B Instead of having backup power supplies 2416A and 2416B built into (i.e., provided as part of) the brake controller assembly 2410, it includes a second vehicle power supply 2406B (i.e., a second vehicle battery, and...). Figure 1D The second vehicle power supply 2406B can be separated from and disposed (i.e., located, installed, etc.) outside the brake controller assembly 2410, and can be configured as a backup battery for the vehicle (i.e., an auxiliary battery relative to the first vehicle power supply 2406A, which is currently configured as the vehicle's main vehicle battery). In other words, it is installed with Figure 1DThe braking system of the 2400 vehicle has two vehicle batteries.

[0066] In an embodiment, Figure 1D The example braking system 2400 is suitable for meeting all requirements for Level 3 (L3) and / or Level 4 (L4) driving automation vehicle setups as defined, regulated by the Society of Automotive Engineers (SAE) J3016, “Classification and Definition of Terms Related to Driving Automation Systems for Road Motor Vehicles”.

[0067] In this embodiment, the two vehicle power supplies 2406A and 2406B may have the same rating (i.e., batteries with the same rating). Optionally, the second vehicle power supply 2406B (i.e., the auxiliary / backup vehicle battery) may have a lower battery rating than the first vehicle power supply 2406A (i.e., the main vehicle battery). Both (or at least one) of vehicle power supplies 2406A and 2406B may be rated to provide sufficient power to fully control all four EMBs (i.e., EMBs 2454A to 2454D), or may be rated to provide only sufficient power to fully control two of the four EMBs.

[0068] like Figure 1D As further shown, the brake controller assembly 2410 includes only one switching circuit 2419. In embodiments, the switching circuit 2419 can be configured and operated in accordance with the reference... Figure 1A Either of the switching circuits 2418A and 2418B discussed is the same. In other words, the switching circuit 2419 may be a single Power OR circuit embedded (e.g., disposed in) the brake controller assembly 2410 (e.g., as part of the first controller 2412, or as a component completely separate from both the first controller 2412 and the second controller 2414).

[0069] like Figure 1D As further shown, the first vehicle power supply 2406A utilizes the "Vehicle Power Supply A Power Supply Line" (in... Figure 1D (Shown by solid arrow lines) provides power to one or more components of the braking system 2400, while the second vehicle power supply 2406B utilizes the "Vehicle Power Supply B Line" (in... Figure 1D The dashed arrow (i.e., dot-dot-dot-dot) line indicates that power is supplied to one or more components of the braking system 2400.

[0070] In this embodiment, both vehicle power supplies 2406A and 2406B are connected to switching circuit 2419. Switching circuit 2419 is in turn connected to at least brake input unit 2404, first controller 2412 (or either of the two controllers configured as the main controller of brake controller assembly 2410), and at least one set of diagonal brakes (i.e., such as...). Figure 1D The example shows the EMBA 2454A and EMBA D 2454D, and utilizes a "switching circuit power supply line" (in... Figure 1D (Indicated by dashed lines and arrows) Power is supplied to these components (either of the two vehicle power supplies 2406A or 2406B that allow power to pass through via switching circuit 2419).

[0071] like Figure 1D As further shown, the second vehicle power supply 2406B is also directly connected to at least the second controller 2414, the brake input unit 2404, and another set of diagonal brakes (i.e., EMB B 2454B and EMB C 2454C) and supplies power to at least the second controller 2414, the brake input unit 2404, and the other set of diagonal brakes (i.e., EMB B 2454B and EMB C 2454C). Therefore, as long as one of the two vehicle power supplies 2406A and 2406B does not fail, the brake input unit 2404 will always have power to provide brake input to the brake controller assembly 2410 in order to operate one or more EMBs (i.e., 2454A-2454D).

[0072] Additionally, as referenced Figure 1E and Figure 1F As will be discussed in more detail, if either of the two vehicle power supplies 2406A and 2406B fails, there will always be at least two EMBs (EMBs 2454A-2454D) operational to provide at least one secondary braking application and EMB parking brake application operation, which is necessary to meet the requirements for Level 3 (L3) and / or Level 4 (L4) driving automation vehicle setups as defined, regulated by the Society of Automotive Engineers (SAE) J 3016 "Classification and Definition of Terms Related to Driving Automation Systems for Road Motor Vehicles".

[0073] Turn now Figure 1E , Figure 1E This is based on exemplary embodiments of the present disclosure. Figure 1D An example of the implementation of a braking system.

[0074] like Figure 1EAs shown, the second vehicle power supply 2406B has failed. Therefore, the second controller 2414, EMB B2454B, and EMB C 2454C are de-energized and completely inoperable (i.e., as long as the second vehicle power supply 2406B remains faulty, it is completely unusable to provide any braking operation for the vehicle). The first controller 2412 learns of the failure of the second vehicle power supply 2406B by receiving one or more signals from the switching circuit 2419 and switches the internal braking algorithm applied by the first controller 2412 from braking using all four EMBs (i.e., all four EMBs 2454A-2454D) to braking using only the two remaining EMBs (i.e., EMB A 2454A and EMB D 2454D) that continue to receive power from the first vehicle power supply 2406A via the switching circuit 2419. The first controller 2412 will also put the braking system 2400 into a safe mode and send a signal to the vehicle's central controller (e.g., see reference 2414). Figure 2 The chassis controller (as shown) reported entering safe mode.

[0075] Turn now Figure 1F , Figure 1F This is based on exemplary embodiments of the present disclosure. Figure 1D An example of the implementation of a braking system.

[0076] like Figure 1F As shown, the first vehicle power supply 2406A has failed, while the second vehicle power supply 2406B remains operational (i.e., not failed). Upon detecting a failure in the first vehicle power supply 2406A, the switching circuit 2419 switches to utilize the power received from the second vehicle power supply 2406B to supply power to components connected via the switching circuit power supply line. Therefore, all four EMBs (i.e., 2454A-2454D) can remain operational to provide at least one secondary braking application and EMB parking brake application operation, thereby safely and completely stopping the vehicle.

[0077] In an embodiment, depending on the rating of the second vehicle power supply 2406B, the braking system 2400 may use all or some of the four EMBs (i.e., 2454A-2454D) to provide at least one secondary braking application and EMB parking brake application operation to safely and completely stop the vehicle.

[0078] For example, assuming the second vehicle power supply 2406B is rated to provide sufficient power to power all four EMBs (i.e., 2454A-2454D) (along with all other remaining components of the braking system 2400), the first controller 2412 can work in conjunction with the second controller 2414 to use all four EMBs (i.e., 2454A-2454D) to provide at least one secondary braking application and EMB parking brake application operation to safely and completely stop the vehicle.

[0079] As another example, assuming the second vehicle power supply 2406B is rated to provide power only sufficient to power two of the four EMBs (i.e., 2454A-2454D) (along with all other remaining components of the braking system 2400), the first controller 2412 may cooperate with the second controller 2414 to perform either of the following operations: (i) using all four EMBs (i.e., 2454A-2454D) to provide at least one secondary braking application and EMB parking brake application operation to safely and completely stop the vehicle, but all four EMBs operate at reduced power capacity (e.g., all four EMBs provide braking but at a reduced braking power rate (e.g., half the normal braking power that each EMB can provide), and only one of the two rear EMBs applies the electronic parking brake, etc.); (ii) selecting at least one of the two diagonal EMB pairs to operate at full power (i.e., providing the full braking power that each of the two EMBs can provide) to provide at least one secondary braking application and EMB parking brake application operation.

[0080] As Figure 1E and Figure 1F As a result of the implementation example, provided that one of the two vehicle power supplies 2406A and 2406B remains operational (i.e., without failure), the braking system 2400 will advantageously be able to safely provide at least one secondary braking application and EMB parking brake application operation to bring the vehicle to a safe and complete stop using at least two EMBs (i.e., at least two of EMBs 2454A-2454D). This redundancy and fail-safe process also advantageously meets not only international braking safety standards (e.g., ECE R13H braking specifications, etc.) but also the requirements defined, standards, and / or requirements for Level 3 (L3) and / or Level 4 (L4) driving automation vehicle setups, as defined by the Society of Automotive Engineers (SAE) J 3016 "Classification and Definition of Terms Related to Driving Automation Systems for Road Motor Vehicles," using vehicles with EMBs installed at all four corners of the vehicle (i.e., all four wheels) (i.e., using a vehicle such that if one or more EMBs are de-energized, there is no alternative actuation mechanism such as a hydraulic system / mechanism available to force braking operations using the EMBs).

[0081] Figure 2 This illustrates exemplary embodiments according to this disclosure. Figure 1A and Figure 1D A diagram illustrating the communication system of the braking system.

[0082] like Figure 2 As shown, the vehicle may include a vehicle controller / gateway 2480 (e.g., associated with the vehicle's main / chassis controller), which can (e.g., via...) Figure 2 The vehicle data cable shown communicates with the brake controller assembly 2410 (i.e., with each of the first controller 2412 and / or the second controller 2414). All EMBs in EMB 2454A-2454D can also (e.g., via...) Figure 2 The EMB data lines A and B shown communicate with the brake controller assembly 2410 (i.e., with each of the first controller 2412 and / or the second controller 2414).

[0083] In this embodiment, each of the vehicle data line and EMB data line A and EMB data line B can be configured using a Controller Area Network (CAN) bus / channel (and / or Ethernet). The vehicle data line can be configured using a common CAN, while EMB data line A and EMB data line B can be configured using a dedicated CAN. Each of the vehicle data line and EMB data line A and EMB data line B can also be redundant. More specifically, there can be two separate common CAN vehicle data lines; one connecting the vehicle controller / gateway 2480 to the first controller 2412, and the other separately connecting the vehicle controller / gateway 2480 to the second controller 2414. Similarly, there can be two separate sets of dedicated CAN EMB data lines A; one set connecting EMB 2454A and EMB 2454D to the first controller 2412, and the other separately connecting EMB 2454A and EMB 2454D to the second controller 2414. Alternatively, there can be two separate dedicated CAN EMB data lines B; one set connects EMB 2454B and EMB 2454C to the first controller 2412, and the other set connects EMB 2454B and EMB 2454C separately to the second controller 2414.

[0084] Figure 2This configuration forms a dual controller area network (CAN) supported communication system for the braking system 2400, including a redundant CAN bus. Therefore, in the event of a failure of either the two controllers 2412 or 2414 (e.g., when the second controller 2414 loses power), the first controller 2412 can still maintain CAN functionality separately and independently with all EMBs in the EMBs 2454A-2454D and / or with the vehicle controller / gateway 2480 (which may have its own redundant / backup power supply separate from any backup power supply for the braking system 2400).

[0085] Although exemplary embodiments have been described in detail, it should be understood that various changes, substitutions and alterations may be made herein without departing from the spirit and scope of this application as defined by the appended claims.

[0086] 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.

[0087] The use of "a" or "an" to describe an element or step in this disclosure is not intended to exclude other elements or steps.

[0088] 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. When used herein, unless the context clearly indicates otherwise, terms such as “first,” “second,” and other ordinal numbers used herein do not imply order or sequence. Therefore, without departing from the teachings, the first element, component, region, layer, or part discussed may be referred to as the second element, component, region, layer, or part.

[0089] For ease of description, spatial relative terms such as “inner,” “outer,” “below,” “under,” “lower,” “above,” and “upper” are used herein to describe the relationship of an element or feature to another element(s) or feature(s) shown in the figures. In addition to the orientation depicted in the figures, spatial relative terms may also 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 “under” other elements or features will be oriented “above” other elements or features. Thus, the example term “below” can encompass both above and below orientations. The device may be oriented in other ways (rotated 90 degrees or otherwise), and the spatial relative descriptors used herein should be interpreted accordingly.

[0090] Furthermore, the scope of this application is not intended to be limited to the specific embodiments of the processes, machines, manufactures, compositions of matter, apparatuses, methods, and steps described in the specification. As will be readily understood by those skilled in the art from this disclosure, processes, machines, manufactures, compositions of matter, apparatuses, methods, or steps that are currently existing or will be developed thereafter and perform substantially the same functions or achieve substantially the same results as the corresponding embodiments described herein can be utilized, based on the embodiments and alternative embodiments described herein. Therefore, the appended claims are intended to include such processes, machines, manufactures, compositions of matter, apparatuses, methods, or steps within their scope.

Claims

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

2. The braking system according to claim 1, wherein, Each of the first group of brakes and the second group of brakes is an electromechanical brake, i.e., an EMB. Each of the first backup power source and the second backup power source includes electrical power that provides at least one complete stop for the vehicle using a corresponding brake in the first set of brakes and the second set of brakes, the at least one complete stop including setting at least one parking brake in the corresponding brake in the first set of brakes and the second set of brakes.

3. The braking system according to claim 2, wherein, The braking system conforms to the ECE R13H braking specification, and the vehicle is a Level 2, or L2, autonomous driving vehicle.

4. The braking system according to claim 3, wherein, The brake controller assembly further includes a redundant controller architecture, which includes a first electronic control unit (ECU) and a second ECU. The first ECU is connected to the vehicle power supply and the first backup power supply, while the second ECU is connected to the vehicle power supply and the second backup power supply.

5. The braking system according to claim 4, wherein, The brake controller assembly further includes: A first switching circuit is configured to switch the first ECU from the vehicle power supply to the first backup power supply when the first switching circuit detects a power supply failure in the vehicle; and The second switching circuit is configured to switch the second ECU from the vehicle power supply to the second backup power supply when the second switching circuit detects a failure in the vehicle power supply.

6. The braking system according to claim 5, wherein, Both the first switching circuit and the second switching circuit are fully analog circuits that include one or more power transistors.

7. The braking system according to claim 6, wherein, The one or more power transistors are power metal-oxide-semiconductor field-effect transistors, i.e., power MOSFETs.

8. The braking system according to claim 5, wherein, The first switching circuit is further configured to switch the first set of brakes to the first backup power supply when the first switching circuit detects a power supply failure in the vehicle. The second switching circuit is further configured to switch the second set of brakes to the second backup power supply when the second switching circuit detects a power failure in the vehicle.

9. The braking system according to claim 8, wherein, Each of the first backup power source and the second backup power source includes a supercapacitor.

10. The braking system according to claim 8, wherein, Each of the first backup power source and the second backup power source is a lithium rechargeable battery.

11. A braking system for a vehicle, the braking system comprising: The first set of brakes is mounted on the first set of road wheels of the vehicle, the first set of road wheels comprising two road wheels of the vehicle arranged diagonally opposite each other; The second set of brakes is mounted on the second set of road wheels of the vehicle, which includes two other road wheels of the vehicle arranged diagonally opposite each other. as well as A brake controller assembly, configured to control a first group of brakes and a second group of brakes, includes a switching circuit connected to a first vehicle power supply and a second vehicle power supply of the vehicle. The first set of brakes is indirectly connected to both the first vehicle power supply and the second vehicle power supply via the switching circuit. The second set of brakes is directly connected to the second vehicle power supply and indirectly connected to the first vehicle power supply through the switching circuit.

12. The braking system according to claim 11, wherein, Each of the first group of brakes and the second group of brakes is an electromechanical brake, i.e., an EMB. The first vehicle power source is the first vehicle battery, and the second vehicle power source is the second vehicle battery.

13. The braking system according to claim 12, wherein, The braking system conforms to the ECE R13H braking specification, and the vehicle is a Level 3 (L3) or Level 4 (L4) driving automation vehicle.

14. The braking system according to claim 13, wherein, The brake controller assembly includes a redundant controller architecture, which includes a first electronic control unit (ECU) and a second ECU. The first ECU is directly connected to the switching circuit, and the second ECU is directly connected to the second vehicle battery.

15. The braking system according to claim 14, wherein, The switching circuit is configured to switch the first ECU and the first set of brakes from being powered by the first vehicle battery to being powered by the second vehicle battery when the switching circuit detects a fault in the first vehicle battery.

16. The braking system according to claim 15, wherein, The switching circuit is a fully analog circuit that includes one or more power transistors.

17. The braking system according to claim 16, wherein, The one or more power transistors are power metal-oxide-semiconductor field-effect transistors, i.e., power MOSFETs.

18. The braking system according to claim 15, wherein, When the second vehicle battery fails, the second ECU and the second set of brakes do not operate, and when the second ECU and the second set of brakes are not operating, they cannot provide any braking operation for the vehicle.

19. The braking system according to claim 12, wherein, The vehicle's steering system is a steer-by-wire system, and its braking system is a brake-by-wire system. The braking system includes a dual controller local area network (DAC) communication system, i.e., a dual CAN communication system, which includes a redundant CAN bus.

20. The braking system according to claim 19, wherein, The brake controller assembly is separate from the vehicle's chassis controller and is connected to the chassis controller via one or more of the redundant CAN buses of the dual CAN-supported communication system.

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