Centralized control system for electronic mechanical braking

Abstract

The utility model relates to the field of automobile braking, and relates to a braking system of a vehicle, in particular to a centralized control system for electronic mechanical braking, which comprises a front controller and a rear controller, the front controller comprises a front control chip I and a front control chip II, and the rear controller comprises a rear control chip II and a rear control chip III. The front controller comprises a front control chip I and a front control chip II, the front control chip I and the front control chip II are respectively in three-phase control connection with a front left wheel motor and a front right wheel motor, the front controller is provided with a CAN port I and a CAN port II, the rear controller comprises a rear control chip III and a rear control chip IV, and the rear control chip III and the rear control chip IV are respectively in three-phase control connection with a rear left wheel motor and a rear right wheel motor. The rear controller is provided with a first CAN port and a second CAN port, the rear controller is provided with a third CAN port and a fourth CAN port, the first CAN port and the fourth CAN port interact to form a CAN1 channel, the second CAN port and the third CAN port interact to form a CAN2 channel, the number of controllers, chips and sensors is reduced, the controllers are redistributed, the controllers are effectively isolated from the high temperature and vibration sources of the wheel edges, and double chips are adopted in a single controller to achieve multi-wheel braking cooperation.

Description

Technical Field

[0001] This utility model belongs to the field of automotive braking and relates to the braking system of vehicles. Background Technology

[0002] In the automotive braking field, electromechanical braking (EMB) products have received increasing attention due to technological advancements. Currently, mainstream EMB products typically employ a central control module paired with four wheel-side control modules to jointly perform braking control. Furthermore, additional braking force sensors are added to assist in related functions. However, this conventional approach has a significant drawback: the involvement of multiple control modules and additional braking force sensors substantially increases the overall manufacturing cost. This high cost hinders its market adoption, limiting its widespread application in various automotive scenarios and restricting the full realization of the advantages of EMB products and their faster, more comprehensive adoption within the industry.

[0003] Given this situation, there is an urgent need for an innovative invention that can effectively solve the problem of excessively high costs and optimize braking control schemes to promote the better development and promotion of electromechanical braking products. Utility Model Content

[0004] In view of the technical problems existing in the background art, the present invention aims to provide a centralized control system for electromechanical braking, which reduces unnecessary cost investment and can be adapted to more vehicle models by improving and optimizing the existing control scheme.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: This centralized control system for electromechanical braking includes a front controller and a rear controller. The front controller includes a front control chip one and a front control chip two, which are respectively connected to the front left wheel motor and the front right wheel motor via three-phase control. The front controller has CAN port one and CAN port two. The rear controller includes a rear control chip three and a rear control chip four, which are respectively connected to the rear left wheel motor and the rear right wheel motor via three-phase control. The rear controller has CAN port three and CAN port four. CAN port one and CAN port four interact to form a CAN1 channel, and CAN port two and CAN port three interact to form a CAN2 channel.

[0006] In this solution, the controller is redistributed to effectively isolate it from high-temperature and vibration sources at the wheel ends, resulting in a more stable operating environment, improved reliability, extended lifespan, and reduced maintenance costs and safety risks. The EMB system features multiple independent braking actuators and redundant signal lines, which can automatically switch in case of failure to ensure braking function and prevent brake failure due to a single point of failure, thus enhancing braking safety. An integrated control module is adopted, utilizing advanced chip integration and algorithm optimization. A single controller uses dual chips to achieve functions such as multi-wheel braking coordination, signal processing, and fault diagnosis, reducing the number of controllers, chips, and sensors, lowering costs and power consumption, simplifying wiring and installation, and improving stability.

[0007] Preferably, it also includes a redundant pedal sensor, which is connected to the first front control chip and the second front control chip via ports A and B, respectively.

[0008] In this scheme, both front control chip one and front control chip two can collect brake pedal signals to build a redundant safety mechanism.

[0009] Preferably, it also includes a left front sensor and a right front sensor, wherein the left front sensor is signal-connected to the front control chip one, and the right front sensor is signal-connected to the front control chip two.

[0010] This solution takes into account that most braking scenarios during daily driving are light to moderate braking, such as stopping at red lights or pulling over to a station. The braking deceleration is typically between 0.1g and 0.5g, and these light to moderate braking operations account for approximately 80% of the braking operations throughout the vehicle's lifespan. During light to moderate braking, a front-wheel control strategy is prioritized, precisely distributing front-wheel braking force based on braking force sensors. By leveraging high-precision sensing and algorithms, the braking forces of the front and rear wheels are coordinated, reducing skidding and tail-wagging, improving braking handling and comfort, and lowering the risk of accidents.

[0011] The beneficial effects of this invention are that it reduces the number of controllers, chips, and sensors; it redistributes controllers, effectively isolating them from high-temperature and vibration sources at the wheel edges; and it uses dual chips in a single controller to achieve functions such as multi-wheel braking coordination, signal processing, and fault diagnosis. The front wheel braking force sensor is suitable for light to moderate braking operations. Therefore, this invention has substantial features and advancements compared to existing technologies. Attached Figure Description

[0012] The following description, in conjunction with the accompanying drawings, details the embodiments and working principles of this utility model.

[0013] Figure 1 This is a schematic diagram of the system structure of this utility model.

[0014] Figure 2This is a flowchart illustrating the operation of the front control chip one and the front control chip two in this utility model.

[0015] Figure 3 This is a flowchart illustrating the operation of the rear control chip three and the rear control chip four in this utility model.

[0016] Figure 4 This is a flowchart illustrating the operation of the front controller and the rear controller in this utility model. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the implementation of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.

[0018] In the description of this application, it should be understood that the terms "upper" and "lower" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0019] In the description of this application, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0020] See appendix Figure 1-4 This embodiment of the invention provides a centralized control system for electromechanical braking, comprising a front controller and a rear controller. The front controller includes a front control chip one, a front control chip two, a redundant pedal sensor, a left front sensor, and a right front sensor. The redundant pedal sensor is connected to the front control chip one and the front control chip two via ports A and B, respectively. The front control chip one and the front control chip two are respectively connected to the front left wheel motor and the front right wheel motor via three-phase control. The front controller has CAN port one and CAN port two. The rear controller includes a rear control chip three and a rear control chip four, which are respectively connected to the rear left wheel motor and the rear right wheel motor via three-phase control. The rear controller has CAN port three and CAN port four. CAN port one and CAN port four interact to form a CAN1 channel, and CAN port two and CAN port three interact to form a CAN2 channel. The left front sensor is connected to the front control chip one, and the right front sensor is connected to the front control chip two.

[0021] In this embodiment, the front control chip 1 is assumed to be the core of the vehicle braking control. Based on real-time vehicle data, such as vehicle speed and load, it can accurately calculate the braking force required for all four wheels, thereby implementing a series of vehicle braking function algorithms such as ABS (Anti-lock Braking System), TCU (Traction Control Unit), VDC (Vehicle Dynamics Control System), and VAF (Vehicle Assist Function). This effectively avoids the cost increase caused by adding an independent controller. During normal operation, the redundant pedal sensor sends braking requests to the front control chip 1 and front control chip 2 of the front controller via ports A and B, respectively. The front control chip 1 and front control chip 2 control the front left and front right wheel motors, respectively (specifically, driving permanent magnet synchronous motors via a three-phase H-bridge and generating the expected target braking force through a reduction mechanism). Simultaneously, the front controller sends the target braking force / parking command / front wheel speed / reference vehicle speed, etc., to the rear controller via CAN1 and CAN2 channels, respectively. The rear controller sends the target braking force / parking command / front wheel speed / reference vehicle speed, etc., to the rear controller via CAN1 and CAN2 channels, respectively. The controller sends feedback on the actual braking force and parking status of the rear right and rear left wheels. If the first control chip fails suddenly, the second front control chip immediately initiates the redundant braking force takeover control program and assumes the task of executing the vehicle's braking function algorithm, ensuring the continuous and stable operation of the braking system. Similarly, if the second front control chip fails, the first front control chip can also quickly perform redundant takeover. If the current controller completely fails, the rear controller can take over the functions of the vehicle's braking control center, thus achieving redundant braking and ensuring the reliability and safety of vehicle braking. The front controller sends feedback on the abnormal status of the front controller and the actual braking force of the front wheels to the rear controller. The rear controller sends the target braking force of the front wheels, the actual braking force of the rear wheels, and parking status feedback to the front controller. CAN1 is responsible for controlling the front left and rear right wheels, and CAN2 is responsible for controlling the front right and rear left wheels. The four wheel-side motor controllers and the central controller are eliminated and integrated into a front controller and a rear controller. The front and rear controllers can be placed inside the vehicle, effectively isolating them from the high-temperature and vibration sources at the wheel sides. The number of controllers is reduced from five to two, simplifying wiring and installation.

[0022] The above description represents the preferred embodiment of this utility model. It should be noted that the protection scope of this utility model is not limited thereto. For those skilled in the art, various improvements, modifications, or equivalent substitutions can be made without departing from the equivalent inventive concept disclosed in this utility model, and these modifications and substitutions are also considered to be within the protection scope of this utility model.

Claims

1. A centralized control system for electromechanical braking, characterized in that: include The front controller includes a front control chip one and a front control chip two, which are respectively connected to the front left wheel motor and the front right wheel motor in three-phase control. The front controller has a CAN port one and a CAN port two. The rear controller includes rear control chip three and rear control chip four, which are respectively connected to the rear left wheel motor and the rear right wheel motor for three-phase control. The rear controller has CAN port three and CAN port four. CAN port one and CAN port four interact to form CAN1 channel, and CAN port two and CAN port three interact to form CAN2 channel.

2. The centralized control system for electromechanical braking as described in claim 1, characterized in that: It also includes a redundant pedal sensor, which is connected to the first front control chip and the second front control chip via ports A and B, respectively.

3. The centralized control system for electromechanical braking as described in claim 1, characterized in that: It also includes a left front sensor and a right front sensor, the left front sensor being connected to the front control chip one via a signal, and the right front sensor being connected to the front control chip two via a signal.

Images