Electronic mechanical braking system

Abstract

The utility model relates to an electronic mechanical braking system, which comprises a braking motor, a front axle braking motor, a rear axle braking motor, a front axle braking motor, a rear axle braking motor and a rear axle braking motor, wherein the front axle braking motor and the rear axle braking motor are independently mounted on a front axle and a rear axle of a vehicle respectively; at least two groups of motor position sensors and two groups of wheel speed sensors; the two groups of motor position sensors are correspondingly and coaxially connected with the front axle brake motor and the rear axle brake motor respectively and are used for acquiring position signals of motor rotors in real time; the two groups of wheel speed sensors are respectively arranged on wheels of a front axle and a rear axle of a vehicle and are used for acquiring wheel rotating speed signals in real time; the control module is in communication connection with the brake motor and the signal sensors and is used for obtaining a brake control signal according to a position signal of a motor rotor and a wheel rotating speed signal; when one brake motor or signal sensor breaks down, the control module obtains a redundant control signal so as to switch to the other brake motor or signal sensor; the multiple motor actuators are used for achieving vehicle braking under driving of the braking torque.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the field of brake electric control system, concretely relates to an electronic mechanical brake system. BACKGROUND

[0002] With the development of automobile electrification and intelligentization, the traditional hydraulic brake system gradually exposes problems such as response delay, high maintenance cost and poor environmental adaptability due to the dependence on complex hydraulic pipelines and power-assisted devices. Although the existing brake-by-wire technology replaces the hydraulic system with electronic parts, it still cannot completely solve the challenges of insufficient redundancy, high system complexity and limited intelligent integration. Especially in the field of commercial vehicles, the reliability and redundancy of the brake system are more demanding, and the traditional scheme cannot meet the demand of rapid switching and continuous braking under emergency conditions.

[0003] Although the current mainstream brake-by-wire system can achieve basic electronic control, the existence of its hydraulic components leads to a large system size, high energy consumption, and the inability to achieve independent redundant control of front and rear axle braking. In addition, the failure of a single sensor or execution unit may cause the brake function to fail, and there is a lack of effective multi-level fault-tolerant mechanism, which seriously restricts the safety and reliability of the brake system.

[0004] The core defect of the prior art is that the existing brake system lacks a front and rear axle distributed layout and redundancy design, making it difficult to maintain stable braking when a single component fails. At the same time, the structural complexity and inefficient energy transfer caused by hydraulic dependence severely limit the system response speed. Therefore, an electro-mechanical brake (EMB) based brake system becomes possible. UTILITY MODEL CONTENTS

[0005] To solve the above problems existing in the prior art, the utility model provides an electro-mechanical brake system. The technical problem to be solved by the utility model is realized through the following technical scheme:

[0006] The utility model provides a kind of electronic mechanical braking system, comprising: brake motor, comprising: front axle brake motor and rear axle brake motor, the front axle brake motor and the rear axle brake motor are independently mounted to the front axle and rear axle of vehicle respectively, for output brake torque;Multiple signal sensors, comprising: at least two groups of motor position sensors and two groups of wheel speed sensors;Two groups of the motor position sensor correspond coaxially to the front axle brake motor and the rear axle brake motor respectively, for real-time acquisition motor rotor position signal;Two groups of the wheel speed sensor are respectively arranged on the wheel of the front axle and rear axle of vehicle, for real-time acquisition wheel speed signal;Control module is respectively connected with the brake motor and multiple signal sensors, for obtaining brake control signal according to the motor rotor position signal and the wheel speed signal;The control module obtains redundant control signal to switch to another brake motor or signal sensor when one of brake motor or signal sensor fails;Multiple motor actuators, multiple motor actuators are respectively connected to the front axle brake motor and the rear axle brake motor, for realizing vehicle braking under the drive of brake torque.

[0007] In an embodiment of the utility model, the front axle brake motor and the rear axle brake motor are respectively independently connected with the control module, and the front axle brake motor and the rear axle brake motor are redundant to each other.

[0008] In an embodiment of the utility model, two groups of the motor position sensor are redundant to each other, and two groups of the wheel speed sensor are redundant to each other.

[0009] In an embodiment of the utility model, the control module comprises: redundancy inspection unit, for carrying out redundancy inspection to two groups of the motor rotor position signal and two groups of the wheel speed signal respectively to obtain redundant control signal.

[0010] In an embodiment of the utility model, the control module further comprises: dynamic allocation unit, for dynamically allocating brake torque of the front axle brake motor and the rear axle brake motor.

[0011] In an embodiment of the utility model, the motor position sensor is magnetic encoder, and the magnetic encoder is non-contact connected with the shaft end of the motor rotor.

[0012] In an embodiment of the utility model, the wheel speed sensor is hall effect sensor, and the signal output end of the wheel speed sensor is connected to the control module through shielded cable.

[0013] In an embodiment of the utility model, the signal sensor further comprises: brake pedal signal sensor;The brake pedal signal sensor is connected with the control module, for real-time acquisition brake signal of vehicle brake pedal.

[0014] In an embodiment of the utility model, the signal sensor further includes: a brake pad wear sensor; the brake pad wear sensor is connected in communication with the control module and is used for collecting brake pad clearance signals in real time; the control module reminds brake pad wear according to the brake pad clearance signals.

[0015] In an embodiment of the utility model, the electronic mechanical brake system further includes: a motor driver, which is connected in communication with the brake motor and the control module respectively and is used for outputting duty cycle control voltage signals to control output power of the brake motor according to the brake control signals.

[0016] Compared with the prior art, the utility model has the beneficial effects that:

[0017] The electronic mechanical brake system of the utility model, by independent configuration of driving motor and multiple sets of redundant sensors in front axle and rear axle of vehicle, constructs distributed electronic mechanical brake system, effectively solves the problems of insufficient redundancy and response delay of traditional scheme. The system adopts sensor and dynamic torque distribution strategy, and can switch to redundant backup unit when single sensor or motor fails, ensuring brake continuity. The independent control design of front axle and rear axle combined with redundancy mechanism significantly improves system reliability in emergency working conditions. At the same time, the all-electronic architecture discards hydraulic components, simplifies the system structure, and provides a high-safety and high-response solution for intelligent brake control of vehicles.

[0018] The above description is only a summary of the technical scheme of the utility model, in order to more clearly understand the technical means of the utility model, which can be implemented according to the content of the specification, and in order to make the above and other purposes, characteristics and advantages of the utility model more obvious and easy to understand, the following preferred embodiments are described in detail, and the accompanying drawings are as follows. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 It is a structure schematic view of an electronic mechanical brake system provided by the utility model embodiment;

[0020] Figure 2 It is a control principle schematic view of the electronic mechanical brake system provided by the utility model embodiment.

[0021] The reference signs are as follows: 100-brake motor; 110-front axle brake motor; 120-rear axle brake motor; 200-signal sensor; 210-motor position sensor; 220-wheel speed sensor; 230-brake pedal signal sensor; 240-brake pad wear sensor; 300-control module; 310-redundancy inspection unit; 320-dynamic distribution unit; 400-motor actuator; 500-motor driver. DETAILED DESCRIPTION

[0022] In order to further illustrate the technical means and effects taken by the utility model to achieve the predetermined utility model purposes, the electronic mechanical braking system according to the utility model is described in detail below in combination with the drawings and specific embodiments.

[0023] The foregoing and other technical contents, characteristics and effects of the utility model can be clearly presented in the specific embodiment detailed description below in combination with the drawings. Through the description of the specific embodiment, the technical means and effects taken by the utility model to achieve the predetermined purposes can be understood more deeply and specifically, however, the attached drawings are only provided for reference and illustration, and are not used to limit the technical solutions of the utility model.

[0024] Embodiment one

[0025] As shown in Figure 1 and Figure 2 , the structure schematic diagram of the electronic mechanical braking system provided by the utility model embodiment is shown in Figure 1 Figure 2 The control principle schematic diagram of the electronic mechanical braking system provided by the utility model embodiment is shown in

[0026] In the embodiment, the electronic mechanical braking system comprises: a braking motor 100, a plurality of groups of signal sensors 200, a control module 300 and a plurality of motor actuators 400.

[0027] Specifically, the braking motor 100 comprises: a front axle braking motor 110 and a rear axle braking motor 120, the front axle braking motor 110 and the rear axle braking motor 120 are independently installed on the front axle and the rear axle of the vehicle respectively, and are used for outputting braking torque; the plurality of groups of signal sensors 200 comprise: at least two groups of motor position sensors 210 and two groups of wheel speed sensors 220; the two groups of motor position sensors 210 are coaxially connected to the front axle braking motor 110 and the rear axle braking motor 120 respectively, and are used for collecting position signals of motor rotors in real time; the two groups of wheel speed sensors 220 are arranged on the wheels of the front axle and the rear axle of the vehicle respectively, and are used for collecting wheel speed signals in real time; the control module 300 is communicatively connected to the braking motor 100 and the plurality of groups of signal sensors 200 respectively, and is used for obtaining braking control signals according to the position signals of the motor rotors and the wheel speed signals; when one of the braking motor 100 or the signal sensor 200 fails, the control module 300 obtains a redundant control signal to switch to the other braking motor 100 or signal sensor 200; the plurality of motor actuators 400 are connected to the front axle braking motor 110 and the rear axle braking motor 120 respectively, and are used for realizing vehicle braking under the driving of the braking torque.

[0028] ​It is worth noting that the electronic mechanical brake system of the embodiment cancels the hydraulic brake system completely, has the advantages of simple structure, fast response speed, high energy efficiency, low maintenance cost, small space occupation, good environmental protection and high intelligent degree, and is the main technology of the future development of automobile electronics and intelligence. The wheel speed detection is changed from the main control to the direct connection to the wheel, which shortens the wire harness length and effectively saves the cost.

[0029] In an optional embodiment, the front axle brake motor 110 and the rear axle brake motor 120 are respectively independently communicatively connected to the control module 300, and the front axle brake motor 110 and the rear axle brake motor 120 are redundant to each other.

[0030] In an optional embodiment, the two groups of motor position sensors 210 are redundant to each other, and the two groups of wheel speed sensors 220 are redundant to each other. The control module 300 is provided with a redundancy checking unit 310 for respectively checking the redundancy of the position signals of the two groups of motor rotors and the two groups of wheel speed signals to obtain redundancy control signals. The control module 300 obtains brake control signals according to the results of the redundancy control signals, and distributes them to the corresponding brake motors 100.

[0031] Specifically, by checking the redundancy of the position signals of the two groups of motor rotors and the two groups of wheel speed signals, it is determined whether the related signals fail. After any one of the groups of data fails, the redundancy control signal can also switch to another brake motor 100 or signal sensor 200, and the redundancy checking during emergency braking ensures the braking performance and improves the reliability. For example, when the front axle brake motor 110 is detected to be abnormal, the redundancy checking unit 310 triggers the signal switching, and the rear axle brake motor 120 takes over and provides all the braking force.

[0032] For example, according to the redundancy control signal, the electronic mechanical brake system can complete the brake torque switching within 10ms to ensure uninterrupted brake response.

[0033] In an optional embodiment, the control module 300 further comprises a dynamic allocation unit 320 for dynamically allocating the brake torque of the front axle brake motor 110 and the rear axle brake motor 120.

[0034] Specifically, since the front axle brake motor 110 and the rear axle brake motor 120 are respectively independently installed and controlled by the brake control signal of the control module 300, the brake torque of the front axle brake motor 110 and the rear axle brake motor 120 can be independently controlled according to the sensor signals, vehicle load and road conditions, achieving smooth and effective braking.

[0035] It is worth noting that the front axle and the rear axle are each configured with an independent braking motor 100, and the two are in redundancy or cooperative work through communication connection with the control module 300. When a certain braking motor 100 fails due to failure, the control module 300 can allocate all braking torque to another normal braking motor 100 through the dynamic allocation unit 320, avoiding braking interruption. At the same time, the multiple sets of signal sensors 200 also adopt a redundant design, each set of signal sensors 200 independently collects data and cross- verifies through the redundant inspection unit 310. If one of the signal sensors 200 has a signal anomaly, switch to the standby signal sensor 200, and use the data of the signal sensor 200 to ensure the authenticity of the signal and the control accuracy. Through the redundant architecture, the fault tolerance of the system is significantly improved, and in the case of emergency braking or complex working conditions, through the multi-level fault diagnosis and switching mechanism, the reliability and safety of the braking function are guaranteed. In addition, through the redundant inspection of each part of the braking system and the real-time monitoring of the vehicle braking state, the occurrence of danger can be effectively prevented.

[0036] In an optional embodiment, the motor position sensor 210 is a magnetic encoder, which is non-contact connected with the shaft end of the motor rotor.

[0037] For example, two sets of motor position sensors 210 are respectively installed at the axial ends of the motor rotor, and are powered by independent power supplies to avoid signal loss caused by single-point failure.

[0038] In an optional embodiment, the wheel speed sensor 220 is a Hall effect sensor, and the signal output end of the wheel speed sensor 220 is connected to the control module 300 through a shielded cable.

[0039] In an optional embodiment, the signal sensor 200 further comprises a brake pedal signal sensor 230; the brake pedal signal sensor 230 is in communication connection with the control module 300, and is used to collect the braking signal of the vehicle brake pedal in real time.

[0040] In an optional embodiment, the signal sensor 200 further comprises a brake pad wear sensor 240; the brake pad wear sensor 240 is in communication connection with the control module 300, and is used to collect the brake pad clearance signal in real time; the control module 300 reminds the wear of the brake pad according to the brake pad clearance signal.

[0041] In an optional embodiment, the electromechanical braking system further comprises a motor driver 500, the motor driver 500 is in communication connection with the braking motor 100 and the control module 300 respectively, and is used to output a duty cycle control voltage signal according to a braking control signal to control the output power of the braking motor 100.

[0042] For example, the motor driver 500 is connected with a power supply, and the power supply is independently connected with a storage battery.

[0043] The brake control process of the electronic mechanical brake system is as follows: when the driver steps on the brake pedal, the brake signal of the vehicle brake pedal is transmitted to the control module 300 through the brake pedal signal sensor 230, the control module 300 synchronously receives the position signal of the motor rotor output by the motor position sensor 210 at the front axle brake motor 110 and the rear axle brake motor 120, and the wheel speed signal output by the wheel speed sensor 220 at the front axle and the rear axle. The redundant inspection unit 310 of the control module 300 cross-redundantly verifies the above signals, confirms the data consistency, and then the dynamic distribution unit 320 obtains the brake control signal and distributes it to the front axle brake motor 110 and the rear axle brake motor 120 according to the vehicle load and the road condition, and outputs the target brake torque. The motor actuator 400 drives the brake caliper according to the brake control signal to realize the deceleration or stop of the vehicle. If any brake motor 100 or signal sensor 200 fails, the control module 300 immediately switches to the standby brake motor 100 or signal sensor 200 to ensure continuous brake function.

[0044] Further, when the driver steps on the brake pedal, the brake pedal signal sensor 230 collects the brake instruction in real time and transmits it to the control module 300 through the shielding cable. The control module 300 outputs the brake force signal to the motor driver 500, and the motor driver 500 receives the control signal and outputs the duty ratio control voltage signal with adjustable duty ratio to drive the brake motor 100 of the front axle or the rear axle to output the brake torque.

[0045] The motor actuator 400 converts the rotary motion of the brake motor 100 into linear thrust through the speed reduction gear set to push the brake caliper to clamp the brake disc and realize wheel braking. At the same time, the motor position sensor 210 feeds back to the control module 300 in real time to form a position closed-loop control and ensure the accurate displacement of the brake caliper. The wheel speed sensor 220 monitors the wheel speed change in real time, and the control module 300 optimizes the brake response and prevents the wheel from locking by dynamically adjusting the duty ratio. That is, the motor driver 500 controls the current or voltage of the brake motor 100 to adjust the speed or output torque of the brake motor 100, and the motor actuator 400 converts the rotary motion of the brake motor 100 into the clamping force of the brake caliper to realize the braking of the wheel. In addition, the position acquisition can also calculate the speed through the time difference of the position change, which provides a basis for speed loop feedback, improves the speed regulation accuracy and dynamic response, forms a closed-loop control of the voltage loop, the current loop and the position loop, realizes the accurate control of the brake torque output by the brake motor 100, the output power of the motor actuator 400 and the brake force on the wheel, calculates how much brake force is needed at present, achieves effective and smooth braking, and can shorten the brake distance.

[0046] The electronic mechanical brake system has the following advantages.

[0047] Since the electronic mechanical brake system cancels the air compressor, it does not need hydraulic oil for air compressor lubrication, and in the assembly, use and maintenance process of the whole vehicle, the environmental pollution problem caused by the hydraulic oil is reduced, so that the whole life cycle is more in line with the environmental protection requirements.

[0048] Compared with the traditional air pressure brake system, the electronic mechanical brake system greatly reduces the number of parts (by 70%), simplifies the overall structure, and thus reduces the complexity of the system. This simplification greatly reduces the potential failure points, improves the reliability of the system, and brings convenience to maintenance work. In the use process of the whole vehicle, it is no longer necessary to replace the air compressor lubricating oil, the air filter element, the drying tank and other parts, which means lower maintenance frequency and cost, and higher vehicle availability for users.

[0049] The electronic mechanical brake system is simple and highly modular, which reduces the weight of the system (the weight reduction is about 100 Kg), and the lightweight effect is remarkable. The reduced weight is used for carrying in the full load state, creating greater economic value; in the empty state, it can also reduce energy consumption and improve the economy of the whole vehicle, which helps to promote energy saving and emission reduction in the automobile industry.

[0050] The electronic mechanical brake system transmits brake demand through electrical signals, controls the motor actuator 400 at the wheel edge through the brake motor 100, improves the response rate and control precision, shortens the braking distance, and improves the deceleration control precision. It can realize independent control of the wheel edge of the vehicle, and can adjust the braking force according to the actual situation, so that the vehicle is more stable in emergency braking or complex road conditions, and the possibility of deviation is reduced. Single-wheel control is adopted, and the motor actuators 400 of each wheel can be redundant, which improves the safety of the system and can also be used for multi-domain fusion control. In the event of a steering failure, the electronic mechanical brake system can adjust the braking force of each wheel edge to realize active steering and deceleration of the vehicle, thereby improving the handling performance of the vehicle.

[0051] Since the air pressure system needs to convert electrical energy into high-pressure air, and then pass through the air cylinder, valve body, air chamber to the motor actuator 400, the transmission route is long and the transmission efficiency is low. The vehicle using the electronic mechanical brake system directly outputs the braking force through the motor actuator 400, the transmission route is shorter, the energy consumption is lower, and according to theoretical calculation, the system energy consumption can be reduced by 50%. The friction brake and motor brake of the motor actuator 400 can be completely decoupled, which can further improve the proportion of motor brake. Combined with distributed driving, the brake motor 100 is independently distributed, and in the non-emergency braking working condition, almost no mechanical brake is needed, the energy recovery efficiency is higher, the vehicle cruising range is effectively improved, and the service life of the brake and the friction plate is prolonged.

[0052] In addition, since the mechanical brake and the motor brake are completely decoupled, the brake pedal deceleration curve can be personalized by fine calibration of the brake pedal deceleration relationship, so that the driver can adjust the brake feeling according to his own habits and preferences, and provide a comfortable driving experience.

[0053] The electronic mechanical brake system of the utility model, through independently configuring driving motor and multiple sets of redundant sensors in front axle and rear axle of vehicle, constructs distributed electronic mechanical brake system, effectively solves redundancy deficiency and response delay problem of traditional scheme. The system adopts sensor and dynamic torque distribution strategy, and can switch to redundant backup unit when single sensor or motor fails, ensuring brake continuity. The independent control design of front axle and rear axle combined with redundancy mechanism significantly improves system reliability in emergency working condition. At the same time, the all-electronic architecture discards the hydraulic components, simplifies the system structure, and provides a high safety and high response solution for intelligent brake control of vehicles.

[0054] It should be noted that in this document, relational terms such as first and second and the like can be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process or method. Elements denoted by the phrase "comprising a" do not exclude the addition of still additional elements, without imposing a limitation on the nature, scope or composition of the item or items comprising the elements. The terms "connected" and "coupled" and the like, as used herein, are intended to be construed in a broad sense and can encompass both direct and indirect connections and couplings. The terms "upper", "lower", "left", "right" and the like do not denote any actual orientation or location, but are used for convenience and brevity to describe the application and its embodiments, and do not constitute a limitation on the scope of the application.

[0055] The above description is further detailed in conjunction with the specific preferred embodiments of the application, and the specific implementation of the application cannot be limited to these descriptions. For ordinary skilled persons in the technical field to which the application pertains, without departing from the concept of the application, a number of simple deductions or substitutions can be made, and all of these should be considered to fall within the protection scope of the application.

Claims

1. An electromechanical brake system characterized by, The application relates to a vehicle brake system, comprising: a brake motor, comprising: a front axle brake motor and a rear axle brake motor, which are independently installed on a front axle and a rear axle of a vehicle respectively, and are used for outputting a brake torque; a plurality of groups of signal sensors, comprising: at least two groups of motor position sensors and two groups of wheel speed sensors; the two groups of motor position sensors correspond to the front axle brake motor and the rear axle brake motor respectively, and are used for collecting position signals of motor rotors in real time; the two groups of wheel speed sensors are arranged on wheels of the front axle and the rear axle of the vehicle respectively, and are used for collecting wheel speed signals in real time; a control module, which is communicatively connected with the brake motor and the plurality of groups of signal sensors respectively, and is used for obtaining brake control signals according to the position signals of the motor rotors and the wheel speed signals; when one of the brake motor or the signal sensors fails, the control module obtains a redundant control signal to switch to the other brake motor or signal sensor; a plurality of motor actuators, which are connected with the front axle brake motor and the rear axle brake motor respectively, and are used for realizing vehicle braking under the drive of the brake torque.

2. The electromechanical brake system of claim 1, wherein, The front axle brake motor and the rear axle brake motor are independently communicatively connected with the control module, and the front axle brake motor and the rear axle brake motor are redundant to each other.

3. The electromechanical brake system of claim 1, wherein, The two groups of motor position sensors are redundant to each other, and the two groups of wheel speed sensors are redundant to each other.

4. The electromechanical brake system of claim 1, wherein, The control module comprises a redundancy inspection unit, which is used for performing redundancy inspection on the two groups of position signals of the motor rotors and the two groups of wheel speed signals respectively to obtain a redundant control signal.

5. The electromechanical brake system of claim 1, wherein, The control module further comprises a dynamic allocation unit, which is used for dynamically allocating brake torques of the front axle brake motor and the rear axle brake motor.

6. The electromechanical brake system of claim 1, wherein, The motor position sensor is a magnetic encoder, and the magnetic encoder is non-contact connected with an axle end of the motor rotor.

7. The electromechanical brake system of claim 1, wherein, The wheel speed sensor is a Hall effect sensor, and a signal output end of the wheel speed sensor is connected to the control module through a shielded cable.

8. The electromechanical brake system of claim 1, wherein, The signal sensor further comprises a brake pedal signal sensor, which is communicatively connected with the control module, and is used for collecting brake signals of a vehicle brake pedal in real time.

9. The electromechanical brake system of claim 1, wherein, The signal sensor further comprises a brake pad wear sensor, which is communicatively connected with the control module, and is used for collecting brake pad clearance signals in real time; and the control module reminds wear of the brake pad according to the brake pad clearance signals.

10. The electromechanical brake system of claim 1, wherein, The application further relates to a vehicle brake system, comprising: a motor driver, which is communicatively connected with the brake motor and the control module respectively, and is used for outputting a duty cycle control voltage signal according to the brake control signal to control output power of the brake motor.

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