EPHB system and vehicle

Abstract

The utility model discloses an EPHB system and a vehicle. The EPHB system comprises an electronic brake pedal; the electronic brake pedal comprises a pedal sensor which is used for collecting a brake signal of the electronic brake pedal so as to determine a first brake intention signal; a wheel end brake execution module; the braking intention redundancy module is used for generating a second braking intention signal; the hydraulic brake control module is in communication connection with the electronic brake pedal and the brake intention redundancy module, is connected with the wheel end brake execution module and is used for building pressure according to the first brake intention signal or the second brake intention signal so as to push the wheel end brake execution module to brake; and a power module. According to the technical scheme, the electronic brake pedal is arranged and is in communication connection with the hydraulic brake control module to achieve mechanical decoupling, and the brake intention redundancy module is arranged to improve the reliability and fault tolerance of an EPHB system and improve the safety of vehicles and personnel.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of brake-by-wire systems, in particular to an EPHB (Electric Pedal Hydraulic Braking) system and a vehicle. BACKGROUND

[0002] The current brake-by-wire system is an EHB (Electric-Hydraulic Brake) brake-by-wire scheme of a traditional mechanical pedal + ESC (Electronic Stability Control) / EBooster (Electronic Booster), the EBooster is connected to the brake pedal by a traditional mechanical push rod, and the brake mechanical decoupling is not realized, therefore, the problems of affecting the NVH (Noise, Vibration, Harshness) performance, constraining and limiting the arrangement of the EBooster in the front compartment and causing mechanical push rod intrusion into the passenger compartment in vehicle collision, etc.

[0003] In summary, how to realize brake mechanical decoupling is a technical problem to be solved by the technical personnel in the field. CONTENT OF THE UTILITY MODEL

[0004] In view of the above problems, the present application provides an EPHB system and a vehicle for realizing brake mechanical decoupling.

[0005] In the first aspect, the present application provides an EPHB system, comprising: an electronic brake pedal; the electronic brake pedal contains a pedal sensor, which is used to collect a brake signal of the electronic brake pedal to determine a first brake intention signal; a brake intention redundancy module, which is used to generate a second brake intention signal; a wheel-end brake execution module; a brake intention redundancy module; a hydraulic brake control module; the hydraulic brake control module is communicatively connected with the electronic brake pedal and the brake intention redundancy module, and is connected with the wheel-end brake execution module, the hydraulic brake control module is used to build pressure according to the first brake intention signal or the second brake intention signal to drive the wheel-end brake execution module to brake; and a power supply module for supplying power to the electronic brake pedal and the hydraulic brake control module.

[0006] The above technical solutions disclosed in the application set an electronic brake pedal containing a pedal sensor in the EPHB system, and the electronic brake pedal and the hydraulic brake control module are connected in a communication connection mode, so that the brake pedal and the hydraulic brake control module are no longer connected in a mechanical push rod mode, mechanical decoupling is realized, the NVH performance of the vehicle is improved, the arrangement of the hydraulic brake control module is independent of the position of the brake pedal, the convenience and optimization space of the arrangement of the hydraulic brake control module are improved, there is no mechanical push rod to avoid harm to the driver in a collision, the mature application of the EPHB technology can provide reference for subsequent innovative forms of EMB systems, promote the development of EMB line control technology, and standard interfaces can be realized. Moreover, on the basis of the above, the application further sets a brake intention redundancy module for sending a second brake intention signal to the hydraulic brake control module in the EPHB system, so that the hydraulic brake control module can execute the hydraulic brake function based on the second brake intention signal sent by the brake intention redundancy module when the electronic brake pedal is stuck or the brake signal fails, thereby improving the reliability of the EPHB system and improving the safety of the vehicle and personnel.

[0007] In some embodiments, the electronic brake pedal contains a plurality of pedal sensors that are redundant to each other; wherein the plurality of pedal sensors that are redundant to each other are at least two identical pedal sensors or at least two types of pedal sensors.

[0008] When a pedal sensor fails to transmit a brake signal to the hydraulic brake control module, the remaining brake pedals can work normally to transmit the brake signal of the electronic brake pedal to the hydraulic brake control module, that is, through a plurality of pedal sensors that are redundant to each other, when one of the driver's input signals fails, the remaining ones can work normally, thereby improving the reliability and stability of the acquisition of the brake signal of the electronic brake pedal.

[0009] In some embodiments, when the electronic brake pedal contains at least two types of pedal sensors, the number of at least one type of pedal sensor is greater than 1.

[0010] In the above manner, redundancy can be achieved among pedal sensors of the same type and among pedal sensors of different types, thereby further improving the reliability, stability and fault tolerance of the electronic brake pedal.

[0011] In some embodiments, the electronic brake pedal contains a pedal force sensor.

[0012] By including a pedal force sensor in the electronic brake pedal, it can be ensured that even if the electronic brake pedal is mechanically stuck, the driver's braking intention can still be detected and recognized, so that the hydraulic brake control module can receive the signal and perform the hydraulic brake function, thereby further improving the reliability, fault tolerance and stability of the EPHB system.

[0013] In some embodiments, the EPHB system includes a plurality of hydraulic brake control modules that are redundant to each other, and each hydraulic brake control module is in communication with at least one type of pedal sensor; wherein the number of pedal sensors of the same type connected to each hydraulic brake control module is 1.

[0014] In the above manner, the redundancy of the hydraulic brake control module can be realized, so that when a certain hydraulic brake control module fails and cannot perform the hydraulic brake function, the remaining normally working hydraulic brake control modules can perform the hydraulic brake function, thereby further improving the reliability, stability and fault tolerance of the EPHB system, and further improving the safety of the vehicle and personnel.

[0015] In some embodiments, the braking intention redundancy module is connected to each hydraulic brake control module through a plurality of communication buses.

[0016] In the above manner, the redundancy of the communication bus between the braking intention redundancy module and each hydraulic brake control module can be realized, so that when a certain communication bus fails, the remaining normally communicating communication buses can perform communication between the braking intention redundancy module and the hydraulic brake control module, thereby further improving the reliability, stability and fault tolerance of the EPHB system, and further improving the safety of the vehicle and personnel.

[0017] In some embodiments, each hydraulic brake control module is connected through a private communication bus.

[0018] By setting a private communication bus between each hydraulic brake control module, the rate and real-time performance of the interactive communication between the hydraulic brake control modules can be improved, and the interference of other signals can be reduced, thereby improving the quality of the signals of the interactive communication.

[0019] In some embodiments, the EPHB system includes a plurality of power supply modules, each of which corresponds to a hydraulic brake control module, and each power supply module is connected to the corresponding hydraulic brake control module and the corresponding pedal sensor; wherein the plurality of power supply modules are independent of each other or connected to each other, and when the plurality of power supply modules are connected, a first power isolation device is provided between each power supply module.

[0020] The redundancy of the power module can be realized, so that the brake function of the EPHB system is not affected due to failure of a certain power module, thereby further improving the reliability, stability and fault tolerance of the EPHB system, and further improving the safety of the vehicle and personnel.

[0021] In some embodiments, the EPHB system comprises a plurality of power modules, each of which is connected to each hydraulic brake control module and the corresponding pedal sensor through a power supply line, and each power module is provided with a second power isolation device on each corresponding power supply line; wherein the plurality of power modules are independent of each other or connected to each other, and a third power isolation device is provided between each power module when the plurality of power modules are connected.

[0022] The redundancy of the power module can be realized, so that the brake function of the EPHB system is not affected due to failure of a certain power module, thereby further improving the reliability, stability and fault tolerance of the EPHB system, and further improving the safety of the vehicle and personnel.

[0023] In some embodiments, the hydraulic brake control module is also in communication connection with a domain control platform, and the domain control platform is used to drive the hydraulic brake control module to build pressure when the hydraulic brake control module cannot build pressure due to ECU failure.

[0024] The domain control platform can be used as a redundancy of the ECU in the hydraulic brake control module, thereby improving the reliability, fault tolerance and stability of the hydraulic brake control module.

[0025] In some embodiments, the domain control platform is connected to the EPB system and / or the motor, and is used to activate the EPB system and / or drive the motor to perform energy recovery when the hydraulic brake control module completely fails and needs to be braked.

[0026] The redundancy brake strategy can be integrated into the domain control platform, and when the hydraulic brake control module has a multi-point failure fault, the domain control platform can still perform a redundant execution function to brake the vehicle, thereby improving the safety in extreme situations.

[0027] In some embodiments, the brake intention redundancy module is in communication connection with the hydraulic brake control module through the domain control platform.

[0028] This connection method can make the EPHB system more modular, facilitate upgrading and flexible expansion of functions, and reduce the burden on the hydraulic brake control module, so as to improve the brake response rate of the hydraulic brake control module.

[0029] In some embodiments, the braking intention redundancy module comprises at least one of an EPB switch, a P-gear switch, a panic brake switch, an intelligent driving perception module, or a brake light switch.

[0030] In this way, the diversity of the braking intention redundancy module can be improved, and the flexibility and reliability of the braking intention signal redundancy backup can be enhanced.

[0031] In a second aspect, the application provides a vehicle comprising the EPHB system according to any one of the above.

[0032] The above description is only a summary of the technical solutions of the application. In order to enable one skilled in the art to better understand the technical means of the application, the application can be implemented according to the content of the description, and in order to enable the above and other purposes, features and advantages of the application to be more apparent and easy to understand, the following specific embodiments of the application are described. BRIEF DESCRIPTION OF DRAWINGS

[0033] Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The accompanying drawings are included to provide a description of the preferred embodiments and are not meant to limit the scope of the application. Moreover, the same reference numerals in the attached drawings indicate the same or similar elements. In the drawings:

[0034] Figure 1 Structure diagram of the EPHB system of some embodiments of the application;

[0035] Figure 2 Structure diagram of the EPHB system of some embodiments of the application;

[0036] Figure 3 Structure diagram of the EPHB system of some embodiments of the application. DETAILED DESCRIPTION

[0037] The embodiments of the technical solutions of the application will be described in detail below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the application, and therefore only serve as examples, and cannot limit the protection scope of the application.

[0038] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the application belongs; the terms used herein are only for the purpose of describing specific embodiments of the application, and are not intended to limit the application; the terms "include" and "have" and any variations thereof in the specification and claims of the application and the above description of drawings are intended to cover non-exclusive inclusion.

[0039] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "multiple" is more than two, unless otherwise explicitly specified and limited.

[0040] Reference herein to "embodiments" means that the particular features, structures, or characteristics described in connection with the embodiments can be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily all refer to the same embodiment, nor is it necessarily a separate or alternative embodiment to other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0041] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " herein generally represents an "or" relationship between the front and rear associated objects.

[0042] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two), and similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0043] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the embodiments of the present application.

[0044] In the description of the embodiments of the present application, unless otherwise explicitly specified and limited, the technical terms "mounting", "connecting", "connecting", "fixing", and the like should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0045] The current line control brake system is a traditional mechanical pedal + ESC / EBooster EHB line control brake scheme. In the scheme, the EBooster replaces the original vacuum booster, provides pressure to the master cylinder by motor, and is connected with the brake pedal by a traditional mechanical push rod. The pedal stroke sensor is integrated in the EBooster to collect the push rod signal, capture and analyze the driver's braking intention, and provide the driver's braking pedal feel feedback through the pedal simulator. The EBooster analyzed pedal stroke signal is also sent to the ESC. In normal situations, the EBooster alone builds pressure to brake, and when the EBooster fails, the ESC builds pressure to provide assistance.

[0046] That is, the existing EHB system scheme uses a traditional mechanical connection between the driver's input brake pedal and the EBooster, and does not realize the true mechanical decoupling of braking. Therefore, the following technical problems exist:

[0047] (1) Hindering the development of innovative vehicle platform architecture technology, such as the decoupling architecture scheme of the slide plate chassis and the upper and lower vehicle body. In engineering design and installation, there are many requirements and limitations for the upper vehicle body, which does not meet the decoupling requirements of the slide plate chassis for the upper and lower vehicle body;

[0048] (2) The installation and arrangement of the mechanical pedal are relatively fixed, so the arrangement of the EBooster in the front compartment is also constrained and limited, which will affect the overall layout of the front compartment;

[0049] (3) Due to mechanical connection, the EBooster must be close to the passenger compartment, so the vibration and noise generated during work will naturally be transmitted to the passenger compartment, affecting the NVH performance, and in the event of a vehicle collision, the mechanical push rod will also invade the passenger compartment;

[0050] (4) Cannot realize standardization interface, for left and right steering vehicle models need to consider the design requirements of brake pedal and EBooster;

[0051] (5) Affecting the development of new forms of electronic brake systems, such as EMB (Electro Mechanical Brake, electronic mechanical brake) system, which uses power electronics for control and completely cancels the hydraulic drive module.

[0052] To this end, the applicant proposes an EPHB system and a vehicle, in which an electronic brake pedal containing a pedal sensor is arranged in the EPHB (Electric pedal hydraulic braking) system, and the electronic brake pedal is connected to a hydraulic braking control module in a communication connection mode, so that the brake pedal and the hydraulic braking control module are no longer connected in a mechanical push rod mode, mechanical decoupling is achieved, the NVH performance of the vehicle is improved, the arrangement of the hydraulic braking control module is independent of the position of the brake pedal, the convenience and optimization space of the arrangement of the hydraulic braking control module are improved, and the mechanical push rod can avoid causing harm to the driver in a collision. At the same time, the mature application of the EPHB technology can provide reference for subsequent innovative forms of EMB systems, promote the development of EMB linear control technology, and can realize standardized interfaces and the like. Moreover, on the basis of the above, the application further arranges a brake intention redundancy module for sending a second brake intention signal to the hydraulic braking control module in the EPHB system, so that the hydraulic braking control module can execute the hydraulic braking function based on the second brake intention signal sent by the brake intention redundancy module when the electronic brake pedal is stuck or the brake signal fails, thereby improving the reliability and fault tolerance of the EPHB system and improving the safety of the vehicle and personnel.

[0053] Referring to Figure 1 which is a structural schematic diagram of the EPHB system of some embodiments of the application, and can include:

[0054] An electronic brake pedal; the electronic brake pedal can contain a pedal sensor for collecting a brake signal of the electronic brake pedal;

[0055] A brake intention redundancy module for generating a second brake intention signal;

[0056] A wheel-end brake execution module;

[0057] A hydraulic braking control module; the hydraulic braking control module is in communication connection with the electronic brake pedal and the brake intention redundancy module, and is connected to the wheel-end brake execution module, and the hydraulic braking control module is used to build pressure according to the first brake intention signal or the second brake intention signal to drive the wheel-end brake execution module to brake;

[0058] A power supply module for supplying power to the electronic brake pedal and the hydraulic braking control module.

[0059] The EPHB system provided by the embodiments of the application can include an electronic brake pedal, a brake intention redundancy module, a hydraulic braking control module, a wheel-end brake execution module, and a power supply module.

[0060] The electronic brake pedal can comprise a pedal body, a pedal simulator, a pedal sensor, etc. The pedal body is for the driver to step on to apply a brake force, the pedal simulator is used to simulate the feedback of different pedal strokes and force values, and the pedal sensor is used to collect the brake signal of the electronic brake pedal. The pedal sensor can be a stroke sensor (used to collect the displacement or stroke of the electronic brake pedal and convert it into a corresponding electrical signal), a rotation angle sensor (used to collect the rotation angle of the electronic brake pedal and convert it into a corresponding electrical signal), and / or a pedal force sensor (used to collect the force applied by the driver when stepping on the electronic brake pedal and convert it into a corresponding electrical signal), etc., for detecting the state of the pedal sensor and converting it into a corresponding electrical signal (i.e. brake signal) so as to determine the first brake intention signal according to the brake signal of the electronic brake pedal.

[0061] The electronic brake pedal can be in communication connection with the hydraulic brake control module (specifically, the pedal sensor in the electronic brake pedal is in communication connection with the hydraulic brake control module). Specifically, the pedal sensor in the electronic brake pedal can be in communication connection with the hydraulic brake control module in a hard-wired manner (i.e., the electronic brake pedal and the hydraulic brake control module can be electrically connected), and correspondingly, the pedal sensor in the electronic brake pedal transmits the brake signal collected by the electronic brake pedal to the hydraulic brake control module in a unidirectional manner by using a hard-wired signal (such as a SENT (Single Edge Nibble Transmission) protocol, a PWM (Pulse Width Modulation) protocol, etc.), so that the hydraulic brake control module can identify the first brake intention signal based on the brake signal sent by the electronic brake pedal and perform the hydraulic brake function (i.e., build pressure to push the wheel-end brake execution module to brake) after identifying the first brake intention signal. The hydraulic brake control module can identify the first brake intention signal by comparing the brake signal with a corresponding preset threshold, and of course, other methods (such as neural network identification, fuzzy identification, etc.) can also be used to identify the first brake intention signal according to the brake signal. In addition, the hydraulic brake control module can first analyze and verify the brake signal after receiving the brake signal sent by the pedal sensor in the electronic brake pedal, and identify the first brake intention signal based on the brake signal after the analysis and verification are passed. Of course, the electronic brake pedal can also be in communication connection with the hydraulic brake control module through a brake intention identification module (such as a central processing unit, etc.), and the pedal sensor in the electronic brake pedal can send the brake signal to the brake intention identification module after collecting the brake signal of the electronic brake pedal, and the brake intention identification module can identify the brake intention according to the brake signal to determine the first brake intention signal, and send the identified first brake intention signal to the hydraulic brake control module. It should be noted that the methods of analyzing and verifying the brake signal of the pedal sensor and identifying the brake intention according to the brake signal of the pedal sensor are all existing methods.

[0062] In the above manner, not only can the electrical connection between the electronic brake pedal and the hydraulic brake control module be achieved to realize decoupling of the brake mechanism, but also the stability, transmission speed, security and anti-interference ability of the communication connection can be improved. Of course, the pedal sensor in the electronic brake pedal and the hydraulic brake control module can also be in communication connection through a wireless communication manner to realize decoupling of the brake mechanism, improve the flexibility of the communication connection, and reduce the deployment cost.

[0063] In order to improve the reliability, fault tolerance, stability of the EPHB system and improve the safety of the vehicle and the personnel, a brake intention redundancy module can be included in the EPHB system based on the setting of the electronic brake pedal, which can be in communication connection with the hydraulic brake control module (specifically in communication connection with the ECU in the hydraulic brake control module). Specifically, the brake intention redundancy module and the hydraulic brake control module can be in communication connection through a communication bus (such as a CAN (Controller Area Network) bus).

[0064] The brake intention redundancy module can generate a second brake intention signal for the driver to perform other brake operations in addition to stepping on the brake pedal, such as pressing the P switch, pressing the EPB (Electrical Parking Brake) switch, pressing the emergency brake switch, and at least one of the driver stepping on the brake pedal to turn on the brake light switch. Among them, the driver can not only step on the electronic brake pedal when he needs to brake the vehicle, but also can operate the brake intention redundancy module, or can operate the brake intention redundancy module to send a second brake intention signal when the electronic brake pedal fails, the vehicle loses control, encounters an emergency, or temporarily stops. Of course, the driver can operate the brake intention redundancy module to generate a second brake intention signal according to the driving demand. Alternatively, the brake intention redundancy module can include a smart driving perception module (which is also part of the intelligent driving system), which can generate a second brake intention signal based on the detected danger (such as pedestrians, obstacles, and sudden braking of vehicles in front). Of course, the smart driving perception module can also identify the danger when the electronic brake pedal is invalid or the function is reduced, and generate a second brake intention signal when the danger is identified. The brake intention redundancy module can send the second brake intention signal to the hydraulic brake control module through the communication connection with the hydraulic brake control module after generating the second brake intention signal, so that the hydraulic brake control module executes the hydraulic brake function (i.e. builds pressure to push the wheel end brake execution module to brake) according to the second brake intention signal.

[0065] By setting the brake intention redundancy module, when the electronic brake pedal is stuck or the brake signal is invalid (i.e. when the brake signal sent by the pedal sensor in the electronic brake pedal is invalid), the brake intention redundancy module can activate the hydraulic brake control module to make the hydraulic brake control module execute the hydraulic brake function (i.e. the hydraulic brake control module can build pressure according to the second brake intention signal sent by the brake intention redundancy module to push the wheel-end brake execution module to brake), thereby realizing the redundant brake operation by the brake intention redundancy module as input in extreme cases to realize braking, so as to improve the reliability, stability and fault tolerance of the EPHB, and improve the safety of the vehicle and personnel.

[0066] It should be noted that the brake intention redundancy module can also send its own state signal to the hydraulic brake control module in real time, so that the hydraulic brake control module identifies whether there is a second brake intention signal according to the state signal of the brake intention redundancy module. Taking the brake intention redundancy module as an emergency brake switch as an example, the emergency brake switch can send its own state signal of whether it is pressed to the hydraulic brake control module in real time, so that the hydraulic brake control module determines whether there is a second brake intention signal according to the state signal of whether the emergency brake switch is pressed. Among them, the hydraulic brake control module can receive the brake signal sent by the pedal sensor in the electronic brake pedal and the state signal of the brake intention redundancy module sent by the brake intention redundancy module at the same time, identify the first brake intention signal according to the brake signal, and identify the second brake intention signal according to the state signal of the brake intention redundancy module.

[0067] The wheel-end brake execution module is located at the wheel end and can specifically include a left front brake, a right front brake, a left rear brake and a right rear brake, and is used to brake the wheels under the action of the hydraulic brake control module.

[0068] The hydraulic brake control module can include an ECU (Electronic Control Unit) and a hydraulic drive module. Specifically, the pedal sensor in the electronic brake pedal can be in communication connection with the ECU in the hydraulic brake module, and the ECU can be used to identify and obtain a first brake intention signal according to the brake signal sent by the pedal sensor in the electronic brake pedal, and to control the hydraulic drive module to build pressure according to the first brake intention signal or a second brake intention signal sent by the brake intention redundancy module, so as to drive the wheel end brake execution module to brake, that is, to drive the left front brake, the right front brake, the left rear brake and the right rear brake in the wheel end brake execution module to brake. The hydraulic brake control module can be EBooster+ESC or IPB (Integrated Power Brake)+RBU (Redundant Brake Unit), or other structures of hydraulic brake control module. The hydraulic brake control module can receive the brake signal sent by the pedal sensor in the electronic brake pedal and the second brake intention signal sent by the brake intention redundancy module in real time, and execute the hydraulic brake function according to the first brake intention signal or the second brake intention signal (that is, as long as there is a brake intention signal, the hydraulic brake module can execute the hydraulic brake function).

[0069] The power module included in the EPHB system can be connected with the electronic brake pedal (specifically, the pedal sensor in the electronic brake pedal) and the hydraulic brake control module to supply power to the electronic brake pedal and the hydraulic brake control module.

[0070] As can be seen from the above, by setting the electronic brake pedal and the brake intention redundancy module in communication connection with the hydraulic brake control module in the EPHB system, mechanical decoupling can be achieved, so that the arrangement of the hydraulic brake control module in the vehicle is independent of the position of the brake pedal, improving the arrangement convenience and optimizing the space, and improving the NVH performance, and the mechanical push rod can avoid causing harm to the driver in a collision, improving the safety, and can adapt to and promote the development of innovative vehicle platform architecture solutions, can realize standardized interface, and can promote the development of innovative forms of brake-by-wire systems, and can promote the development of brake-by-wire systems for driverless cars free from steering wheels and pedals.

[0071] The above technical solutions disclosed by the embodiments of the present application set an electronic brake pedal containing a pedal sensor in the EPHB system, and the electronic brake pedal and the hydraulic brake control module are connected in a communication connection mode, so that the brake pedal and the hydraulic brake control module are no longer connected in a mechanical push rod mode, mechanical decoupling is realized, the NVH performance of the vehicle is improved, the arrangement of the hydraulic brake control module is independent of the position of the brake pedal, the convenience and optimization space of the arrangement of the hydraulic brake control module are improved, there is no mechanical push rod to avoid harm to the driver in a collision, the mature application of the EPHB technology can provide reference for subsequent innovative forms of EMB systems, promote the development of EMB linear control technology, and can realize standardized interfaces, etc. Moreover, on the basis of the above, the embodiments of the present application further set a brake intention redundancy module for sending a second brake intention signal to the hydraulic brake control module in the EPHB system, so that the hydraulic brake control module can execute the hydraulic brake function based on the second brake intention signal sent by the brake intention redundancy module when the electronic brake pedal is stuck or the brake signal fails, thereby improving the reliability and fault tolerance of the EPHB system and improving the safety of the vehicle and personnel.

[0072] According to some embodiments of the present application, the electronic brake pedal can contain a plurality of pedal sensors that are redundant to each other;

[0073] Among them, the plurality of pedal sensors that are redundant to each other can be at least two identical pedal sensors or at least two types of pedal sensors.

[0074] In the embodiments of the present application, the electronic brake pedal can contain a plurality of pedal sensors that are redundant to each other. Among them, the plurality of pedal sensors that are redundant to each other can be at least two identical pedal sensors, for example, the plurality of pedal sensors that are redundant to each other can be two stroke sensors. Or, the plurality of pedal sensors that are redundant to each other can be at least two types of pedal sensors, for example, the plurality of pedal sensors that are redundant to each other can be a stroke sensor and a pedal force sensor. Moreover, when the number of hydraulic brake control modules is 1, the plurality of pedal sensors that are redundant to each other can be in communication connection with the one hydraulic brake control module; when the number of hydraulic brake control modules is greater than 1, the plurality of pedal sensors that are redundant to each other can be in communication connection with the plurality of hydraulic brake control modules, respectively.

[0075] When one of the plurality of mutually redundant pedal sensors fails to transmit the brake signal to the hydraulic brake control module, the rest of the brake pedals can work normally to transmit the brake signal of the electronic brake pedal to the hydraulic brake control module, that is, when one of the plurality of mutually redundant pedal sensors fails, the rest can work normally, thereby improving the reliability and stability of the brake signal acquisition of the electronic brake pedal.

[0076] According to some embodiments of the present application, when the electronic brake pedal contains at least two types of pedal sensors, the number of at least one type of pedal sensor can be greater than 1.

[0077] In the embodiments of the present application, when the electronic brake pedal contains at least two types of pedal sensors, the number of at least one type of pedal sensor can be greater than 1. For example, when the plurality of mutually redundant pedal sensors are stroke sensors and pedal force sensors, the number of stroke sensors and / or pedal force sensors can be greater than 1.

[0078] It should be noted that the number of a certain type of pedal sensor contained in the electronic brake pedal can be one, but the core (i.e. the core component of the sensor) contained therein can be multiple, so as to use multiple cores to collect and obtain multiple same brake signals.

[0079] In the above manner, redundancy can be achieved among the same type of pedal sensors and among different types of pedal sensors, thereby further improving the reliability, stability and fault tolerance of the electronic brake pedal.

[0080] According to some embodiments of the present application, the electronic brake pedal can contain a pedal force sensor.

[0081] In the embodiments of the present application, the electronic brake pedal can specifically contain a pedal force sensor, which is used to collect the force applied by the driver when stepping on the electronic brake pedal and convert it into a corresponding electrical signal.

[0082] By containing a pedal force sensor in the electronic brake pedal, it can be ensured that even if the electronic brake pedal is mechanically stuck, the brake intention of the driver can still be detected and recognized, so that the hydraulic brake control module can receive the signal and perform the hydraulic brake function, thereby further improving the reliability, fault tolerance and stability of the EPHB system.

[0083] Referring to Figure 2 which is a structural schematic diagram of the EPHB system of some embodiments of the present application. According to some embodiments of the present application, the EPHB system can include a plurality of mutually redundant hydraulic brake control modules, each of which is in communication connection with at least one type of pedal sensor;

[0084] The number of the same type of pedal sensors connected to each hydraulic brake control module can be one.

[0085] In the embodiments of the present application, a plurality of hydraulic brake control modules can be included in the EPHB system, which are redundant to each other. On this basis, each hydraulic brake control module can be connected in communication with at least one type of pedal sensor, and the number of the same type of pedal sensors connected to each hydraulic brake control module can be one, so as to realize the redundancy of the hydraulic brake control module, and make each hydraulic brake control module can receive the brake signal sent by at least one pedal sensor.

[0086] In this way, the redundancy of the hydraulic brake control module can be realized, so that when a certain hydraulic brake control module fails and cannot perform the hydraulic brake function, the remaining normally working hydraulic brake control module can perform the hydraulic brake function, thereby further improving the reliability, stability and fault tolerance of the EPHB system, and further improving the safety of the vehicle and the personnel.

[0087] It should be noted that, Figure 1 and Figure 2 are described by taking an EPHB system containing two hydraulic brake control modules as an example, of course, the EPHB can also contain more hydraulic brake control modules as required.

[0088] In addition, Figure 2 is described by taking an electronic brake pedal containing two stroke sensors and one pedal force sensor as an example, two stroke sensors are connected to one hydraulic brake control module, and one pedal force sensor is connected to both hydraulic brake control modules. Each stroke sensor can include two coils therein, which are respectively used to obtain brake signals PTS_sig1 and PTS_sig2 corresponding to the displacement or stroke of the electronic brake pedal, and the two brake signals are used to check each other to improve the measurement accuracy. The pedal force sensor includes two cores, each corresponding to one hydraulic brake control module, which are respectively used to obtain brake signals PFS1_sig1 and PFS2_sig1 corresponding to the force applied by the driver when stepping on the electronic brake pedal, and the two brake signals are transmitted to the corresponding hydraulic brake control module. By Figure 2 The pedal sensor arrangement in the above can realize that one way of the driver's input signal fails while the other way can work normally, and at the same time, the pedal force sensor is used to ensure that the electronic brake pedal mechanical jam can also detect and identify the driver's braking intention, so that the EPHB system can receive the signal to perform braking.

[0089] According to some embodiments of this application, the braking intent redundancy module is connected to each hydraulic braking control module via multiple communication buses.

[0090] In this embodiment, each hydraulic brake control module and the brake intent redundancy module can communicate via an independent communication bus. Specifically, the brake intent redundancy module can be connected to each hydraulic brake control module via multiple communication buses. The communication bus mentioned here can be a CAN bus, but other types of communication buses are also possible. Furthermore, the brake intent redundancy module and the hydraulic brake control module can communicate using a common communication bus within the vehicle, reducing the number of communication buses and facilitating cost reduction and space optimization.

[0091] For example, such as Figure 1 As shown, hydraulic brake control module_1 can communicate with the brake intention redundancy module via communication bus_M, and hydraulic brake control module_2 can communicate with the brake intention redundancy module via communication bus_S. Communication bus_M can serve as the main communication network, and communication bus_S can serve as the redundant communication network. When communication bus_M fails, communication bus_S serves as the communication input.

[0092] The above method enables redundancy of the communication bus between the braking intent redundancy module and each hydraulic brake control module. This allows communication between the braking intent redundancy module and the hydraulic brake control module to continue when one communication bus fails, provided that the other communication buses are functioning normally. This further improves the reliability, stability, and fault tolerance of the EPHB system, and enhances the safety of the vehicle and its occupants.

[0093] According to some embodiments of this application, the hydraulic braking control modules are connected via a private communication bus.

[0094] In this embodiment, the hydraulic brake control modules can be connected via a private communication bus (such as a private CAN bus) to allow them to exchange their states. That is, the aforementioned private communication bus is specifically used for communication between the hydraulic brake control modules.

[0095] By setting up a private communication bus between each hydraulic brake control module, the speed and real-time performance of the communication between the hydraulic brake control modules can be improved, and interference from other signals can be reduced, thereby improving the quality of the communication signals.

[0096] According to some embodiments of this application, the EPHB system may include multiple power modules, each power module being one-to-one with a hydraulic brake control module, and each power module being connected to the corresponding hydraulic brake control module and the corresponding pedal sensor.

[0097] The plurality of power modules are independent of each other or connected to each other, and when the plurality of power modules are connected to each other, the first power isolation device is arranged between the power modules.

[0098] In the embodiment of the application, the EPHB system can specifically include a plurality of power modules, wherein the number of the power modules can be the same as the number of the hydraulic brake control modules, and the power modules can correspond to the hydraulic brake control modules one by one. Each power module can be connected to the corresponding hydraulic brake control module and the pedal sensor connected to the corresponding hydraulic brake control module, to supply power to the corresponding hydraulic brake control module and the corresponding pedal sensor.

[0099] The plurality of power modules can be independent of each other and have no influence on each other. Alternatively, the plurality of power modules can be connected to each other, and in this case, the first power isolation device can be arranged between the power modules, so that when a power module fails, the power isolation can be performed through the first power isolation device, to avoid the influence of the failed power module on the normal work of other power modules, so that the other power modules can be normally powered. It should be noted that, Figure 1 For example, the EPHB system includes the hydraulic brake control module_1 and the hydraulic brake control module_2, the power module_1 and the power module_2, wherein the power module_1 supplies power to the hydraulic brake control module_1 and the pedal sensor corresponding to the hydraulic brake control module_1, the power module_2 supplies power to the hydraulic brake control module_2 and the pedal sensor corresponding to the hydraulic brake control module_2, and the power module_1 and the power module_2 are connected through the first power isolation device.

[0100] In the above manner, the redundancy of the power module can be realized, to avoid the influence of the failure of a power module on the braking function of the EPHB system, thereby further improving the reliability, stability and fault tolerance of the EPHB system, and further improving the safety of the vehicle and the personnel.

[0101] According to some embodiments of the application, the EPHB system can include a plurality of power modules, each power module being connected to the hydraulic brake control modules and the corresponding pedal sensors through the power supply lines, and each power supply line corresponding to each power module being provided with the second power isolation device.

[0102] The plurality of power modules are independent of each other or connected to each other, and when the plurality of power modules are connected to each other, the third power isolation device is arranged between the power modules.

[0103] In the embodiments of the present application, the EPHB system can specifically include a plurality of power supply modules, wherein the number of power supply modules can be the same as or different from the number of hydraulic brake control modules. Each power supply module can be connected to each hydraulic brake control module and the pedal sensor connected to the corresponding hydraulic brake control module through a power supply line. The number of power supply lines corresponding to each power supply module can be the same as the number of hydraulic brake control modules, so that each power supply module is connected to each hydraulic brake control module through an independent power supply line. Each power supply line corresponding to each power supply module is provided with a second power supply isolation device, that is, each power supply line between each power supply module and each hydraulic brake control module is provided with a second power supply isolation device, that is, each power supply module is connected to each hydraulic brake control module and the corresponding pedal sensor through the second power supply isolation device, so as to make each power supply line independent of each other through the second power supply isolation device, avoid mutual influence between each other, and avoid the influence of the power supply line on the power supply module.

[0104] In addition, the plurality of power supply modules can be independent of each other and not affect each other. Alternatively, the plurality of power supply modules can be connected, in which case a third power supply isolation device can be provided between the power supply modules, so that when a power supply module fails, the third power supply isolation device can be used for power supply isolation to avoid the influence of the failed power supply module on the normal work of other power supply modules.

[0105] In the above manner, the redundancy of the power supply module can be realized to avoid the influence of the failure of a power supply module on the braking function of the EPHB system, thereby further improving the reliability, stability and fault tolerance of the EPHB system, and further improving the safety of the vehicle and the personnel.

[0106] Referring to Figure 3 which is a structural schematic diagram of the EPHB system of some embodiments of the present application. According to some embodiments of the present application, the hydraulic brake control module is also in communication connection with a domain control platform, and the domain control platform is used to drive the hydraulic brake control module to build pressure when the hydraulic brake control module cannot build pressure due to ECU failure.

[0107] In the embodiments of the present application, the hydraulic brake control module can also be in communication connection with a domain control platform. Specifically, the domain control platform can be in communication connection with the hydraulic brake control module through a communication bus (such as a CAN bus). The domain control platform is a domain controller platform, which can be integrated on the skateboard chassis, partially integrated on the skateboard chassis, or independent of the skateboard chassis.

[0108] The domain control platform can acquire the state of the hydraulic brake control module in real time or at a timing, or the hydraulic brake control module can send its state to the domain control platform in real time or at a timing. When the domain control platform discovers that the hydraulic brake control module cannot build pressure due to a fault of the ECU contained in the hydraulic brake control module (i.e., the ECU in the hydraulic brake control module is faulty but the hydraulic drive module is normal) by acquiring the state of the hydraulic brake control module, the domain control platform can drive the hydraulic brake control module to build pressure (i.e., drive the hydraulic drive module in the hydraulic brake control module to build pressure), that is, the domain control platform can act as the ECU in the hydraulic brake control module to drive the hydraulic drive module to build pressure.

[0109] The above-mentioned ECU fault can be specifically an ECU software fault or an ECU hardware fault, and the hydraulic drive module is not responding normally. Moreover, when multiple hydraulic brake control modules are contained in the EPHB system, the domain control platform can drive the hydraulic brake control module to build pressure when the last hydraulic brake control module appears the above-mentioned situation.

[0110] In addition, the power module can also be connected to the domain control platform to supply power to the domain control platform by using the power module. The above-mentioned domain control platform can be a CIIC domain control platform, and of course can also be other domain control platforms.

[0111] In the above manner, the domain control platform can be used as a redundancy of the ECU in the hydraulic brake control module to improve the reliability, fault tolerance and stability of the hydraulic brake control module.

[0112] According to some embodiments of the present application, the domain control platform is connected to the EPHB system and / or the motor, and is used to activate the EPHB system and / or drive the motor to recover energy for braking when the hydraulic brake control module completely fails and braking is needed.

[0113] In the embodiments of the present application, the domain control platform can also be connected to the EPHB system and / or the motor. When the domain control platform discovers that the hydraulic brake control module completely fails but braking is needed (which can be specifically that the hydraulic brake module sends a braking intention signal or braking demand to the domain control platform) by acquiring the state of the hydraulic brake control module, the EPHB system can be activated, and / or the motor can be driven to output negative torque to recover energy so that the vehicle is decelerated to brake. That is, in terms of control strategy redundancy, the domain control platform is used to realize functional redundancy, and the vehicle braking control algorithm is integrated therein, and the redundancy braking is realized by combining the drive energy recovery and / or the EPHB braking. Thus, the EPHB parking or the motor outputting negative torque can be used as the redundant braking operation in an extreme case.

[0114] The complete failure of the hydraulic brake control module mentioned above specifically refers to the loss of pressure building function (or loss of braking function) of the hydraulic brake control module, i.e., the complete failure of the hydraulic brake control module can specifically be the failure of both the ECU and the hydraulic drive module in the hydraulic brake control module or the failure of the hydraulic drive module. Moreover, if the EPHB system contains multiple hydraulic brake control modules, the EPB system and / or the drive motor can be activated by the domain control platform to perform energy recovery when the last hydraulic brake control module appears in the above-mentioned situation.

[0115] Through the above, the redundant braking strategy can be integrated into the domain control platform, and when the hydraulic brake control module appears in a multi-point failure fault, the domain control platform can still perform the redundant execution function to brake the vehicle, thereby improving the safety in extreme situations.

[0116] According to some embodiments of the present application, the braking intention redundancy module is in communication connection with the hydraulic brake control module through the domain control platform.

[0117] In the embodiments of the present application, the braking intention redundancy module can be in communication connection with the hydraulic brake control module through the domain control platform, so as to obtain the second braking intention signal generated by the braking intention redundancy module by the domain control platform and send it to the hydraulic brake control module. Alternatively, in the case where the braking intention redundancy module sends its own state signal, the domain control platform can obtain the state signal sent by the braking intention redundancy module, identify the second braking intention signal based on the obtained state signal of the braking intention redundancy module, and send the second braking intention signal to the hydraulic brake control module. Through this connection mode, the EPHB system can be more modularized, facilitating upgrading and flexible expansion of functions, etc., and reducing the burden of the hydraulic brake control module, so as to improve the braking response rate of the hydraulic brake control module.

[0118] And, on the basis of the foregoing, the domain control platform can also activate the EPB system and / or drive motor to perform energy recovery to brake when the brake signal of the electronic brake pedal and the hydraulic brake control module are both invalid and there is a braking intention (specifically, whether there is a braking intention can be determined by the braking intention redundancy module), i.e., when the brake signal of the electronic brake pedal and the hydraulic brake control module are both invalid and braking is needed, the domain control platform can perform deceleration execution, i.e., when the brake signal of the electronic brake pedal and the hydraulic brake control module are both invalid and braking is needed, the braking intention redundancy module can activate the EPB system and / or drive motor to output negative torque to brake. From the foregoing process, it can be seen that the redundant braking strategy is integrated in the domain control platform, when multiple point failure faults occur in the hydraulic brake control module and the brake signal of the electronic brake pedal is invalid, the braking intention redundancy module can be accessed by the domain control platform to identify the braking intention signal, at this time, the domain control platform can still perform the redundant braking function, i.e., after the domain control platform identifies the braking intention signal, a deceleration signal is input to decelerate the vehicle, at the same time, the domain control platform combines the control of the motor and the EPB parking motor to output energy recovery negative torque or parking force, increase the braking force, reduce the braking distance, and improve the safety in extreme situations. Alternatively, the braking intention redundancy module can be connected to the EPB system through the parking brake controller, and the parking brake controller can be connected to the hydraulic brake control module, when the hydraulic brake control module is completely invalid, the braking intention redundancy module can activate the EPB system (i.e., the EPB dynamic parking brake function can be activated) through the parking brake controller to brake.

[0119] According to some embodiments of the present application, the braking intention redundancy module can include at least one of an EPB switch, a P-gear switch, an emergency brake switch, a smart driving perception module, or a brake light switch.

[0120] In the embodiments of the present application, the brake intention redundancy module can specifically include at least one of an EPB switch, a P-gear switch, an emergency brake switch, an intelligent driving sensing module, or a brake light switch, that is, all of these modules can serve as a redundant backup for detecting the driver's brake intention input, that is, all of these modules can serve as a redundant brake operation input. Among them, the EPB switch, the P-gear switch, and the emergency brake switch can be actively operated by the driver; the brake light switch can be automatically turned on when the driver steps on the electronic brake pedal; and the intelligent driving sensing module can automatically sense dangerous situations and actively send corresponding brake signals to control the hydraulic brake control module to brake the vehicle. By including the intelligent driving sensing module in the brake intention redundancy module, the EPHB system can combine data from the intelligent driving sensing module to improve system redundancy. When the electronic brake pedal is invalid (including the case where all brake signals of the electronic brake pedal fail) or the function is degraded, the intelligent driving sensing module can detect emergency situations such as obstacles and prompt the hydraulic brake control module to actively brake, or the domain control platform can activate the EPB system and / or the drive motor to brake for energy recovery.

[0121] In the above manner, the diversity of the brake intention redundancy module can be improved, and the flexibility and reliability of the brake intention signal redundancy backup can be enhanced.

[0122] The present application also provides a vehicle, which can include any of the above EPHB systems.

[0123] The description of the related parts in the vehicle provided by the present application can refer to the detailed description of the corresponding parts in the EPHB system provided by the present application, and will not be repeated here.

[0124] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the above embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be covered in the scope of the claims and the description of the present application. Especially, as long as there is no structural conflict, each technical feature mentioned in each embodiment can be combined in any way. The present application is not limited to the specific embodiments disclosed in the text, but includes all technical solutions falling within the scope of the claims.

Claims

1. An EPHB system, characterized by, The EPHB system comprises: an electronic brake pedal; a pedal sensor included in the electronic brake pedal, used to collect a brake signal of the electronic brake pedal to determine a first brake intention signal; a brake intention redundancy module, used to generate a second brake intention signal; a wheel-end brake execution module; a hydraulic brake control module, which is in communication connection with the electronic brake pedal and the brake intention redundancy module, and is connected with the wheel-end brake execution module, and is used to build pressure according to the first brake intention signal or the second brake intention signal to drive the wheel-end brake execution module to brake; a power supply module used to supply power for the electronic brake pedal and the hydraulic brake control module.

2. The EPHB system of claim 1, wherein, The electronic brake pedal comprises a plurality of pedal sensors which are redundant to each other. The plurality of pedal sensors which are redundant to each other are at least two same pedal sensors or at least two types of pedal sensors.

3. The EPHB system of claim 2, wherein, When the electronic brake pedal comprises at least two types of pedal sensors, the number of at least one type of pedal sensor is greater than 1.

4. The EPHB system according to claim 2 or 3, characterized in that, The electronic brake pedal comprises a pedal force sensor.

5. The EPHB system according to any one of claims 2 to 4, characterized in that, The EPHB system comprises a plurality of hydraulic brake control modules which are redundant to each other, and each hydraulic brake control module is in communication connection with at least one type of pedal sensor. The number of the same type of pedal sensor connected with each hydraulic brake control module is 1.

6. The EPHB system of claim 5, wherein, The brake intention redundancy module is connected with each hydraulic brake control module through a plurality of communication buses.

7. The EPHB system of claim 5, wherein, Each hydraulic brake control module is connected with each other through a private communication bus.

8. The EPHB system of claim 5, wherein, The EPHB system comprises a plurality of power supply modules, each of which corresponds to a hydraulic brake control module, and each power supply module is connected with the corresponding hydraulic brake control module and the corresponding pedal sensor. The plurality of power supply modules are independent of each other or connected with each other, and when the plurality of power supply modules are connected with each other, a first power isolation device is arranged between each power supply module.

9. The EPHB system of claim 5, wherein, The EPHB system comprises a plurality of power supply modules, each of which is connected with each hydraulic brake control module and the corresponding pedal sensor through a power supply line, and a second power isolation device is arranged on each power supply line corresponding to each power supply module. The plurality of power supply modules are independent of each other or connected with each other, and when the plurality of power supply modules are connected with each other, a third power isolation device is arranged between each power supply module.

10. The EPHB system according to any one of claims 1 to 9, characterized in that, The hydraulic brake control module is also in communication connection with a domain control platform, which is used to drive the hydraulic brake control module to build pressure when the hydraulic brake control module cannot build pressure due to ECU failure.

11. The EPHB system of claim 10, wherein, The domain control platform is connected with the EPHB system and / or a motor, and is used to activate the EPHB system and / or drive the motor to perform energy recovery to brake when the hydraulic brake control module completely fails and needs to brake.

12. The EPHB system of claim 11, wherein, The brake intention redundancy module is in communication connection with the hydraulic brake control module through the domain control platform.

13. The EPHB system according to any one of claims 1 to 12, wherein, The braking intent redundancy module includes at least one of an EPB switch, a P-range switch, a panic brake switch, a smart drive perception module, or a brake light switch.

14. A vehicle characterized by comprising: An EPHB system as claimed in any of claims 1 to 13.

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