An EMB communication control system
Patent Information
- Application Number
- CN202522613205.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-09
- Publication Date
- 2026-10-16
- Estimated Expiration
- 2035-12-09
AI Technical Summary
[0006]鉴于以上所述现有技术的缺点，本实用新型的目的在于提供一种EMB通讯控制系统，用于解决现有技术中EMB制动方案中接插件进水导致短路失去对车辆控制的问题
[0021]As described above, the EMB communication control system of this utility model proposes a novel communication architecture strategy, which can effectively cope with the CAN bus failure caused by faults such as water ingress into the connector of the single-wheel or diagonal wheel end controller. By isolating the faulty bus, the normal communication and braking control of the remaining wheels are ensured, so that the whole vehicle can still maintain safe braking capability in the scenario of single-wheel or diagonal double wheel failure, which significantly improves the robustness of the system and driving safety.
Smart Images
Figure CN224856908U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle control technology, and in particular to an EMB communication control system. Background Technology
[0002] With the development of automotive braking technology and the higher requirements of intelligent driving for braking systems, EMB (Electrical Mechanical Braking) has become an automotive braking solution that meets the requirements of the next generation of intelligent vehicles. EMB abandons the past electro-hydraulic coordinated control scheme and instead uses a controller to directly control the wheel-end motors through electrical signals to push the brake calipers to tighten the brake discs, thereby achieving vehicle braking. Because it only uses electrical signals and mechanical control, EMB can achieve faster braking speeds compared to traditional electro-hydraulic braking, thereby reducing the vehicle's braking distance and achieving better braking performance.
[0003] Existing EMB braking solutions have the following drawbacks when applied:
[0004] 1. A single point of failure leads to the failure of communication across the entire domain. The existing redundancy design is only effective in the wiring harness and controller before the connector, while the boundary connector, which is prone to failure, is susceptible to water ingress, resulting in reduced control reliability.
[0005] 2. When both CAN lines fail simultaneously due to short circuits, the upper-level controller will lose control of the tire braking, causing the vehicle to lose its braking ability and resulting in damage. Utility Model Content
[0006] In view of the shortcomings of the prior art described above, the purpose of this utility model is to provide an EMB communication control system to solve the problem of loss of vehicle control due to short circuit caused by water ingress into the connector in the existing EMB braking scheme.
[0007] To achieve the above and other related objectives, this utility model provides an EMB communication control system, comprising:
[0008] The main controller, secondary controller, wheel-end controller, and CAN bus are included.
[0009] The main controller and the wheel-end controller are electrically connected via the CAN bus for transmitting control signals to control vehicle movements;
[0010] The secondary controller is electrically connected to the wheel-end controller via a CAN bus and is used to transmit control signals for controlling vehicle movement when the main controller fails.
[0011] One end of the wheel-end controller is connected to the main controller via the CAN bus, and the other end is connected to the sub-controller via the CAN bus. It is used to control the wheel-end motor to push the brake caliper to generate clamping force according to the control signal.
[0012] In one embodiment of this utility model, the number of wheel end controllers is four, specifically including a left front wheel end controller, a right front wheel end controller, a left rear wheel end controller, and a right rear wheel end controller.
[0013] In one embodiment of the present invention, the system further includes two sets of diagonal wheels, and the corresponding wheel end controllers of the diagonal wheels are connected in parallel. The diagonal wheels include a front left and a rear right diagonal wheel, as well as a front right and a rear left diagonal wheel.
[0014] In one embodiment of the present invention, the CAN bus includes a private bus and a public bus. The number of public buses is two, including a first public bus and a second public bus. The number of private buses is five, including a first private bus, a second private bus, a third private bus, a fourth private bus, and a fifth private bus.
[0015] In one embodiment of this utility model, one end of the right rear wheel end controller is electrically connected to the main controller via the first private bus, and the other end is electrically connected to the sub-controller via the third private bus.
[0016] In one embodiment of this utility model, one end of the left front wheel end controller is electrically connected to the main controller via the first private bus, and the other end is electrically connected to the sub-controller via the third private bus.
[0017] In one embodiment of this utility model, one end of the left rear wheel end controller is electrically connected to the main controller via the second private bus, and the other end is electrically connected to the sub-controller via the fourth private bus.
[0018] In one embodiment of the present invention, one end of the right front wheel end controller is electrically connected to the main controller via the second private bus, and the other end is electrically connected to the sub-controller via the fourth private bus.
[0019] In one embodiment of this utility model, the main controller is electrically connected to the sub-controller via the fifth private bus.
[0020] In one embodiment of the present invention, the main controller is connected to the external vehicle infotainment system via the first common CAN bus and the second common CAN bus, and the secondary controller is connected to the external vehicle infotainment system via the first common CAN bus and the second common CAN bus.
[0021] As described above, the EMB communication control system of this utility model proposes a novel communication architecture strategy, which can effectively cope with the CAN bus failure caused by faults such as water ingress into the connector of the single-wheel or diagonal wheel end controller. By isolating the faulty bus, the normal communication and braking control of the remaining wheels are ensured, so that the whole vehicle can still maintain safe braking capability in the scenario of single-wheel or diagonal double wheel failure, which significantly improves the robustness of the system and driving safety. Attached Figure Description
[0022] Figure 1 This is a schematic diagram of the existing EMB communication architecture.
[0023] Figure 2 The diagram shown is a structural schematic of the EMB communication control system of this utility model.
[0024] Component designation explanation
[0025] 1 Main controller 2 secondary controller 31 Left front wheel end controller 32 Right front wheel end controller 33 Left rear wheel end controller 34 Right rear wheel end controller 411 First common bus 412 Second common bus 421 First private bus 422 Second private bus 423 Third private bus 424 Fourth private bus 425 Fifth private bus Detailed Implementation
[0026] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.
[0027] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.
[0028] Furthermore, in this utility model, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this utility model.
[0029] like Figure 1As shown, this illustrates the existing EMB communication architecture, in which... Figure 1 The "domain controller 1" and "domain controller 2" described herein are upper-level controllers, which are redundant with each other. The upper-level controllers are used to receive the driver's braking request and other controllers' braking requests, and send braking force requests to the four wheel-end controllers. After receiving the braking request, the four wheel-end controllers control the calipers to tighten, thereby achieving vehicle braking. The redundancy strategy is as follows:
[0030] 1. When both domain controllers and two CAN buses are working properly, "domain controller 1" has the highest priority, and the four wheel-end controllers only execute braking requests issued by "domain controller 1" via the CAN1 bus;
[0031] 2. When the CAN1 bus fails, the four wheel-end controllers will only execute the braking request sent by "Domain Controller 1" via the CAN2 bus;
[0032] 3. When the CAN2 bus fails, the four wheel-end controllers continue to execute only the braking requests issued by "Domain Controller 1" via the CAN1 bus;
[0033] 4. When Domain Controller 1 fails, the four wheel-end controllers will only execute the braking request sent by Domain Controller 2 via the CAN1 bus;
[0034] 5. When Domain Controller 2 fails, the four wheel-end controllers continue to execute only the braking requests issued by Domain Controller 1 via the CAN1 bus.
[0035] In existing technical solutions, four wheel-end controllers ("Wheel-end controller FL", "Wheel-end controller FR", "Wheel-end controller RL" and "Wheel-end controller RR") are connected to two CAN buses respectively. Among them, FL (Front Left, referring to the left front wheel end), FR (Front Right, referring to the right front wheel end), RL (Rear Left, referring to the left rear wheel end), and RR (Rear Right, referring to the right rear wheel end). Due to space layout and other reasons, their two CAN buses are usually located in one connector. At the same time, since the wheel-end controllers are located at the wheel end, they often face more severe external environments, such as wading, heavy rain, and sandstorms. When the driver is driving on a road with heavy rain or standing water, although the wheel-end controller connector has a certain waterproof design, with the increase of service life and other reasons, water may still enter the wheel-end controller connector.
[0036] In existing technical solutions, if water gets into a wheel end connector, it may cause a short circuit in the CAN bus (CAN high and CAN low short circuit, CAN high and / or CAN low short circuit to power supply or ground). This will cause the CAN bus to fail, and the upper-level controller will completely lose control of the wheel end actuator, causing the vehicle to lose its braking ability and causing damage.
[0037] The purpose of this invention is to avoid multi-point failure caused by conditions such as water ingress at the wheel ends, so that even if water ingress occurs at the wheel ends, the entire EMB braking system will not lose its braking function, thus ensuring vehicle safety.
[0038] Specifically, please refer to Figure 2 This utility model provides an EMB communication control system, comprising:
[0039] Main controller 1, secondary controller 2, wheel-end controller, and CAN bus, among which,
[0040] The main controller 1 and the wheel-end controller are electrically connected via the CAN bus and are used to transmit control signals for controlling vehicle movement.
[0041] The secondary controller 2 is electrically connected to the wheel-end controller via a CAN bus and is used to transmit control signals for controlling vehicle movement when the main controller 1 fails.
[0042] One end of the wheel-end controller is connected to the main controller 1 via the CAN bus, and the other end is connected to the secondary controller 2 via the CAN bus. It is used to control the wheel-end motor to push the brake caliper to generate clamping force according to the control signal.
[0043] It should be noted that, in this embodiment, both the main controller 1 and the secondary controller 2 are used to transmit control signals for controlling vehicle actions, specifically corresponding to control signals for controlling the wheel-end controllers to perform braking. The main controller 1 and the secondary controller 2 are redundant. One end of the wheel-end controller is connected to the main controller 1 via the CAN bus, and the other end is connected to the secondary controller 2 via the CAN bus. Therefore, it will receive control signals from both the main controller 1 and the secondary controller 2 simultaneously. However, under normal circumstances, it will only respond to requests from the main controller 1. Since the main controller 1 is working normally, even if the secondary controller 2 transmits a control signal, the wheel-end controller will not respond. When the main controller 1 malfunctions, the control signals transmitted by the secondary controller 2 take effect, and the wheel-end controller will respond to requests from the secondary controller 2, thereby performing braking based on the corresponding control signals.
[0044] In one embodiment of this utility model, the number of wheel end controllers is four, specifically including a left front wheel end controller 31, a right front wheel end controller 32, a left rear wheel end controller 33, and a right rear wheel end controller 34.
[0045] It should be noted that, in this embodiment, reference is made to... Figure 2 As can be seen, the wheel end controllers in this embodiment include four in total, namely the left front wheel end controller 31, the right front wheel end controller 32, the left rear wheel end controller 33, and the right rear wheel end controller 34. The system also includes two sets of diagonal wheels, and the corresponding wheel end controllers of the diagonal wheels are connected in parallel. Accordingly, the diagonal wheels include left front and right rear diagonal wheels, as well as right front and left rear diagonal wheels. That is, the left front wheel end controller 31 and the right rear wheel end controller 34 are connected in parallel, and the right front wheel end controller 32 and the left rear wheel end controller 33 are connected in parallel.
[0046] In one embodiment of this utility model, the CAN bus includes a private bus and a public bus. The number of public buses is two, including a first public bus 411 and a second public bus 412. The number of private buses is five, including a first private bus 421, a second private bus 422, a third private bus 423, a fourth private bus 424, and a fifth private bus 425.
[0047] It should be noted that, in this embodiment, reference is made to... Figure 2 As can be seen, the CAN bus described in this embodiment includes a private bus and a public bus, which are marked with different labels. There are two public buses, namely a first public bus 411 and a second public bus 412. The main controller 1 communicates with the external vehicle system through the first public CAN bus and the second public CAN bus 412, and the secondary controller 2 communicates with the external vehicle system through the first public CAN bus 411 and the second public CAN bus. Correspondingly, there are five private buses, namely a first private bus 421, a second private bus 422, a third private bus 423, a fourth private bus 424, and a fifth private bus 425. Since the control signals transmitted by the secondary controller 2 will take effect when the main controller 1 is faulty, there is also data transmission between the main controller 1 and the secondary controller 2. Accordingly, the main controller 1 is electrically connected to the secondary controller 2 through the fifth private bus 425.
[0048] Specifically, in this embodiment, since the left front wheel controller 31 and the right rear wheel controller 34 are connected in parallel, one end of the left front wheel controller 31 is electrically connected to the main controller 1 through the first private bus 421, and the other end is electrically connected to the auxiliary controller 2 through the third private bus 423. At the same time, one end of the right rear wheel controller 34 is electrically connected to the main controller 1 through the first private bus 421, and the other end is electrically connected to the auxiliary controller 2 through the third private bus 423. This achieves a structure in which the two wheel controllers are connected in parallel, which facilitates the subsequent implementation of diagonal wheel emergency braking.
[0049] Specifically, in this embodiment, since the right front wheel controller 32 and the left rear wheel controller 33 are connected in parallel, one end of the right front wheel controller 32 is electrically connected to the main controller 1 through the second private bus 422, and the other end is electrically connected to the auxiliary controller 2 through the fourth private bus 424. At the same time, one end of the left rear wheel controller 33 is electrically connected to the main controller 1 through the second private bus 422, and the other end is electrically connected to the auxiliary controller 2 through the fourth private bus 424. This achieves a structure in which the two wheel controllers are connected in parallel, which facilitates the subsequent implementation of diagonal wheel emergency braking.
[0050] It should be noted that, in this embodiment, under normal circumstances, when the driver presses the pedal to prepare for braking, the main controller 1 simultaneously transmits control signals requesting clamping force to the left front wheel controller 31, right front wheel controller 32, left rear wheel controller 33, and right rear wheel controller 34 via the first private bus 421 and the second private bus 422, respectively. The corresponding wheel controllers execute braking according to the control signals requesting clamping force. At the same time, the secondary controller 2 also sends control signals requesting clamping force to the left front wheel controller 31, right front wheel controller 32, left rear wheel controller 33, and right rear wheel controller 34 via the third private bus 423 and the fourth private bus 424, respectively. However, at this time, the corresponding wheel controllers do not respond to the requests of the secondary controller 2. Only when the main controller 1 malfunctions (e.g., the main controller 1 does not send commands) will the four wheel controllers respond to the clamping force requests issued by the secondary controller 2, thereby executing braking based on the corresponding control signals.
[0051] Furthermore, in this embodiment, when a wheel-end controller is flooded, assuming that the flooding causes all wiring connected to that wheel-end controller to short-circuit to ground (the most severe case), taking the left front wheel-end controller 31 as an example, it corresponds to the failure of the first private bus 421 and the third private bus 423, but it will not affect the normal operation of the second private bus 422 and the fourth private bus 424. That is to say, the vehicle still has two wheel-end master controllers that can brake normally and can still provide emergency braking deceleration, thereby ensuring the safe stopping of the vehicle. This corresponds to the case of water entering the diagonal wheels. In this case, after the wheel-end master controller of any diagonal wheel fails due to water entering, the remaining diagonal wheel still has emergency braking capability, which can ensure the safe stopping of the vehicle.
[0052] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.
[0053] In summary, the EMB communication control system of this utility model proposes a novel communication architecture strategy that can effectively address CAN bus failures caused by connector water ingress in single-wheel or diagonal wheel end controllers. By isolating the faulty bus, it ensures normal communication and braking control of the remaining wheels, enabling the vehicle to maintain safe braking capability even in scenarios where a single wheel or two diagonal wheels fail, significantly improving the robustness of the system and driving safety.
[0054] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.
Claims
1. An EMB communication control system, characterized in that, include: The main controller, secondary controller, wheel-end controller, and CAN bus are included. The main controller and the wheel-end controller are electrically connected via the CAN bus for transmitting control signals to control vehicle movements; The secondary controller is electrically connected to the wheel-end controller via a CAN bus and is used to transmit control signals for controlling vehicle movement when the main controller fails. One end of the wheel-end controller is connected to the main controller via the CAN bus, and the other end is connected to the sub-controller via the CAN bus. It is used to control the wheel-end motor to push the brake caliper to generate clamping force according to the control signal.
2. The EMB communication control system according to claim 1, characterized in that, The number of wheel-end controllers is four, specifically including a left front wheel-end controller, a right front wheel-end controller, a left rear wheel-end controller, and a right rear wheel-end controller.
3. The EMB communication control system according to claim 2, characterized in that, The system also includes two sets of diagonal wheels, and the corresponding wheel end controllers of the diagonal wheels are connected in parallel. The diagonal wheels include a front left and a rear right diagonal wheel, as well as a front right and a rear left diagonal wheel.
4. The EMB communication control system according to claim 2, characterized in that, The CAN bus includes a private bus and a public bus. There are two public buses, namely the first public bus and the second public bus. There are five private buses, namely the first private bus, the second private bus, the third private bus, the fourth private bus and the fifth private bus.
5. An EMB communication control system according to claim 4, characterized in that, One end of the right rear wheel end controller is electrically connected to the main controller via the first private bus, and the other end is electrically connected to the sub-controller via the third private bus.
6. The EMB communication control system according to claim 4, characterized in that, One end of the left front wheel end controller is electrically connected to the main controller via the first private bus, and the other end is electrically connected to the sub-controller via the third private bus.
7. An EMB communication control system according to claim 4, characterized in that, One end of the left rear wheel end controller is electrically connected to the main controller via the second private bus, and the other end is electrically connected to the sub-controller via the fourth private bus.
8. An EMB communication control system according to claim 4, characterized in that, One end of the right front wheel end controller is electrically connected to the main controller via the second private bus, and the other end is electrically connected to the sub-controller via the fourth private bus.
9. An EMB communication control system according to claim 4, characterized in that, The main controller is electrically connected to the secondary controller via the fifth private bus.
10. An EMB communication control system according to claim 4, characterized in that, The main controller communicates with the vehicle's external infotainment system via the first common CAN bus and the second common CAN bus, and the secondary controller communicates with the vehicle's external infotainment system via the first common CAN bus and the second common CAN bus.