Electromechanical brake system and vehicle

Abstract

The application provides an electromechanical brake system and a vehicle, and relates to the technical field of vehicle braking. The electromechanical brake system comprises two groups of brake sets, a plurality of central controllers, a plurality of power supply modules and an electronic brake pedal. Since the electronic brake pedal is electrically connected with all the central controllers, and each central controller is electrically connected with wheel end brakes in the two groups of brake sets, if one central controller is damaged, the wheel end brakes can be controlled by another central controller to brake the vehicle, and when one group of brake sets is damaged, the vehicle can be braked by the other group of brake sets. Since each power supply module is electrically connected with all the central controllers, when one power supply module is short-circuited or has insufficient power, another power supply module can be used to supply power to the central controllers. In this way, the electromechanical brake system can still ensure that the vehicle has a specified braking performance in any form of single-point failure, so as to ensure the braking safety of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and in particular to an electromechanical braking system and vehicle. Background Technology

[0002] Currently, hydraulic braking and pneumatic braking are the mainstream technologies for automotive braking systems. Hydraulic braking provides assistance through a vacuum booster pump or hydraulic energy storage device, and relies on components such as brake lines, brake fluid, and solenoid valves to transmit pressure. Pneumatic braking, on the other hand, uses an air compressor and air tank to create a pressure source, and controls the distribution of braking energy through a complex pipeline network. Both of these braking methods require the design of complex energy storage and transmission devices, resulting in a large number of automotive braking system components and high usage and maintenance costs.

[0003] With the development of vehicle electrification and intelligence, automotive braking systems are gradually evolving towards electromechanical braking systems. Electromechanical braking systems directly drive wheel-end actuators via motors, converting electrical energy into mechanical energy to clamp the brake discs, thus achieving full electrification and drive-by-wire control of the braking system. Electromechanical braking systems do not require brake fluid, brake lines, or various valves and pumps, greatly reducing the number of components in the braking system.

[0004] However, since the electromechanical braking system completely decouples the mechanical connection between the driver's pedal input and the wheel-end braking force, its braking performance is highly dependent on the stability of the electronic control system. Once the motor, sensor or control algorithm fails, it may lead to loss of brake assist or abnormal distribution of braking force, causing the risk of loss of vehicle control. Utility Model Content

[0005] In view of this, embodiments of this application provide an electromechanical braking system and a vehicle to reduce the risk of runaway from the electromechanical braking system.

[0006] In a first aspect, this application provides an electromechanical braking system applied to a vehicle, the electromechanical braking system comprising: Two sets of brake groups, each set of brake groups including at least two wheel-end brakes, one set of brake groups for braking at least two of the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle, and the other set of brake groups for braking at least two of the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle. Multiple central controllers, at least two of which are electrically connected to wheel-end brakes in two sets of brake groups respectively; Multiple power supply modules, each of which is electrically connected to all of the central controllers, and the power supply modules are used to supply power to the central controllers; An electronic brake pedal, which is electrically connected to all of the central controllers.

[0007] In this way, the electromechanical braking system can have multiple redundant safety architecture designs, ensuring that the vehicle still has the specified braking performance in the event of any single point of failure, thus ensuring the vehicle's braking safety.

[0008] Specifically, the electromechanical braking system has braking redundancy, central controller redundancy, and power supply redundancy. Braking redundancy means that the electromechanical braking system includes two sets of brakes. If one set of brakes fails, the vehicle can still be braked by the other set of brakes. Central controller redundancy means that the electromechanical braking system includes multiple central controllers. If one central controller fails, the vehicle can still be braked by controlling the wheel-end brakes through another central controller. Power supply redundancy means that the electromechanical braking system includes multiple power supply modules. Each power supply module is electrically connected to all central controllers. If one power supply module has a short circuit or insufficient power, the central controllers can be powered by another power supply module.

[0009] As an optional implementation, the plurality of power supply modules include a first power supply module and a second power supply module, and the plurality of wheel-end brakes include a left front wheel brake, a right front wheel brake, a left rear wheel brake and a right rear wheel brake; The first power supply module is electrically connected to the two central controllers, the left front wheel brake, the right front wheel brake, and the left rear wheel brake; The second power supply module is electrically connected to the two central controllers, the left front wheel brake, the right front wheel brake, and the right rear wheel brake.

[0010] Under normal circumstances, the first power supply module can supply power to the first central controller, the left front wheel brake, the right front wheel brake, and the left rear wheel brake. The second power supply module can supply power to the second central controller, the left front wheel brake, the right front wheel brake, and the right rear wheel brake. When the first power supply module experiences a short circuit or insufficient power, the power supply can be switched to the second power supply module to supply power to the first central controller, the left front wheel brake, and the right front wheel brake. When the second power supply module experiences a short circuit or insufficient power, the power supply can be switched to the first power supply module to supply power to the second central controller, the left front wheel brake, and the right front wheel brake.

[0011] Thus, even if either the first power supply module or the second power supply module fails, the electromechanical braking system can still provide power to the left and right front wheel brakes to ensure that the vehicle has the specified braking performance.

[0012] As an optional implementation, the electromechanical braking system further includes: Vehicle drive battery module; The power conversion module is electrically connected to the vehicle drive battery module, and the power conversion module is electrically connected to multiple power supply modules, and the multiple power supply modules are connected in parallel with the power conversion module.

[0013] In this way, the power conversion module can be electrically connected to the vehicle drive battery module, and the power conversion module can be connected in parallel with multiple power supply modules. When the voltage of the power supply module is lower than a certain threshold, it can charge multiple power supply modules at the same time, further ensuring that the power supply modules have sufficient power.

[0014] As an optional implementation, the electromechanical braking system further includes an electronic switch connected in series between the power supply module and the central controller; Specifically, when the voltage of the power supply module is lower than a first preset threshold, the electronic switch is turned off; When the voltage of the power supply module is higher than the second preset threshold, the electronic switch is turned on, and the second preset threshold is greater than the first preset threshold.

[0015] Thus, when the voltage of the first power supply module is lower than the first preset threshold (e.g., 9V), it indicates that the first power supply module is low on power. At this time, the electronic switch is turned off, cutting off the connection between the first power supply module and multiple load components. The second power supply module then supplies power to the multiple load components, so that the first power supply module will not affect the second power supply module's normal power supply to the multiple load components. When the voltage of the power supply module is higher than the second preset threshold (e.g., 10.5V), it indicates that the first power supply module has sufficient power. At this time, the electronic switch is turned on, and the first power supply module can normally supply power to the multiple load components. By setting the electronic switch, it can be ensured that multiple power supply modules can normally supply power to multiple load components.

[0016] As an optional implementation, the electromechanical braking system further includes; A signal acquisition module is electrically connected to the power supply module, and the signal acquisition module is used to acquire the status information of the power supply module; A signal processing module, electrically connected to the signal acquisition module, is used to process the status information; A status assessment module, electrically connected to the signal processing module, is used to determine the power level of the power supply module based on the status information, and to determine whether the power level of the power supply module can meet the braking force output by the wheel-end brakes to brake the vehicle.

[0017] In this way, the functional status of the power supply module (including but not limited to the remaining power) can be monitored in real time, and the evaluation results can be output to the central controller. When the status evaluation module determines that the remaining power of the power supply module is insufficient to meet the braking force output by the wheel-end brakes, the status evaluation module can output the evaluation result of not meeting the requirements to the central controller. The central controller can control the alarm to send an alarm message to remind the driver, or the central controller can switch the other power supply modules to supply power to the wheel-end brakes to ensure that sufficient power can be provided to the wheel-end brakes and ensure that the wheel-end brakes achieve the specified braking performance.

[0018] As an optional implementation, the electromechanical braking system further includes a first communication line, a second communication line, and a third communication line, wherein the first communication line connects to two central controllers, the second communication line connects to two central controllers, and the third communication line connects to two central controllers.

[0019] In this way, the two central controllers can communicate with each other through the first communication line, the second communication line and the third communication line, making the two central controllers redundant. Since one of the two central controllers controls the vehicle's braking function, when one of the two central controllers fails, the other of the two central controllers can take over the vehicle's braking function at any time to ensure the vehicle's braking safety.

[0020] In normal operating mode, the two central controllers can communicate with each other through the first communication line. If the first communication line fails, the electromechanical braking system will isolate the transmission through the first communication line and switch to communication through the second or third communication line. The second and third communication lines are redundant backup communication lines, which can realize communication redundancy design within the electromechanical braking system to further ensure the braking safety of the electromechanical braking system.

[0021] As an optional implementation, the plurality of central controllers include a first central controller and a second central controller, and the plurality of wheel-end brakes include a left front wheel brake, a right front wheel brake, a left rear wheel brake and a right rear wheel brake; The first central controller is connected to the left front wheel brake via the first communication line, and is also connected to the left front wheel brake via the second communication line. The first central controller is also connected to the right front wheel brake via the first communication line, and is also connected to the right front wheel brake via the third communication line. The second central controller is connected to the left rear wheel brake via the first communication line. The second central controller is also connected to the left rear wheel brake via the third communication line. The second central controller is connected to the right rear wheel brake via the first communication line. The second central controller is also connected to the right rear wheel brake via the second communication line.

[0022] In this way, when the first communication line fails, communication can still be achieved through the second and third communication lines to ensure that the electromechanical braking system can brake the vehicle normally. Furthermore, the backup communication lines, including the second and third communication lines, can further reduce the probability of communication line failure.

[0023] Furthermore, when both the first and second communication lines fail simultaneously, the first central controller can control the right front wheel brake via the third communication line, and the second central controller can control the left rear wheel brake via the third communication line. Similarly, when both the first and third communication lines fail simultaneously, the first central controller can control the left front wheel brake via the second communication line, and the second central controller can control the right rear wheel brake via the second communication line. Thus, even if both communication lines fail simultaneously, the electromechanical braking system can still ensure that the vehicle applies synchronous braking to the left and right wheels, thereby guaranteeing basic braking performance and driving safety.

[0024] As an optional implementation, the electronic brake pedal includes at least a first sensor and a second sensor, the first sensor being communicatively connected to one of the two central controllers, and the second sensor being communicatively connected to the other of the two central controllers.

[0025] Thus, when the driver presses the electronic brake pedal, the first sensor can transmit the first electrical signal to the first central controller, and at the same time, the second sensor can transmit the second electrical signal to the second central controller. The electromechanical braking system can monitor and verify the first and second electrical signals, and select the signal with higher reliability as the driver's braking request input, thereby realizing the electronic signal redundancy design of the electronic brake pedal and further ensuring the braking safety of the vehicle.

[0026] As an optional implementation, the first sensor and the second sensor are sensors of different types.

[0027] This prevents the first and second sensors from failing due to the same reason, and further realizes the redundancy design of the electronic brake pedal's electrical signals.

[0028] Secondly, this application also provides a vehicle, including a vehicle body and the aforementioned electromechanical braking system, wherein the electromechanical braking system is installed on the vehicle body.

[0029] The vehicle provided in this application employs the aforementioned electromechanical braking system, which enables the vehicle to have multiple redundant safety architecture designs. Even in the event of any single-point failure, the vehicle can still maintain the prescribed braking performance to ensure braking safety. Attached Figure Description

[0030] Figure 1 A simplified schematic diagram of the electromechanical braking system provided in the embodiments of this application; Figure 2 A simplified schematic diagram illustrating the power supply structure of the first power supply module and the second power supply module provided in the embodiments of this application; Figure 3 A simplified schematic diagram illustrating the structure of the vehicle drive battery module charging the first power supply module and the second power supply module, as provided in the embodiments of this application. Figure 4 A simplified schematic diagram of the energy management system provided in the embodiments of this application; Figure 5 A linear relationship graph between the number of braking operations and the required electrical charge for the wheel-end brake provided in the embodiments of this application; Figure 6 A schematic diagram of the communication redundancy design architecture provided in the embodiments of this application; Figure 7 A schematic diagram of the redundancy design architecture of the central controller provided in the embodiments of this application.

[0031] Explanation of reference numerals in the attached figures: 1. Wheel-end brakes; 11. Left front wheel brake; 12. Right front wheel brake; 13. Left rear wheel brake; 14. Right rear wheel brake; 2. Central controller; 21. First central controller; 211. First communication module; 212. First system status processing module; 22. Second central controller; 221. Second communication module; 222. Second system status processing module; 3. Power supply module; 31. First power supply module; 32. Second power supply module; 4. Electronic brake pedal; 41. First sensor; 42. Second sensor; 5. Vehicle drive battery module; 6. Power conversion module; 7. Electronic switch; 81. Signal acquisition module; 82. Signal processing module; 83. Status assessment module; 84. Braking energy consumption model; 91. First communication line; 92. Second communication line; 93. Third communication line. Detailed Implementation

[0032] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0033] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0034] Currently, hydraulic braking and pneumatic braking are the mainstream technologies for automotive braking systems. Hydraulic braking provides assistance through a vacuum booster pump or hydraulic energy storage device, and relies on components such as brake lines, brake fluid, and solenoid valves to transmit pressure. Pneumatic braking, on the other hand, uses an air compressor and air tank to create a pressure source, and controls the distribution of braking energy through a complex pipeline network. Both of these braking methods require the design of complex energy storage and transmission devices, resulting in a large number of automotive braking system components and high usage and maintenance costs.

[0035] With the development of vehicle electrification and intelligence, automotive braking systems are gradually evolving towards electromechanical braking systems. Electromechanical braking systems directly drive wheel-end actuators via motors, converting electrical energy into mechanical energy to clamp the brake discs, thus achieving full electrification and drive-by-wire control of the braking system. Electromechanical braking systems do not require brake fluid, brake lines, or various valves and pumps, greatly reducing the number of components in the braking system.

[0036] However, since the electromechanical braking system completely decouples the mechanical connection between the driver's pedal input and the wheel-end braking force, its braking performance is highly dependent on the stability of the electronic control system. Once the motor, sensor or control algorithm fails, it may lead to loss of brake assist or abnormal distribution of braking force, causing the risk of loss of vehicle control.

[0037] Based on this, this application provides an electromechanical braking system and vehicle. Since the electronic brake pedal 4 is electrically connected to all central controllers 2, and each central controller 2 is electrically connected to the wheel-end brakes 1 in two sets of brake assemblies, when the driver depresses the electronic brake pedal 4, if one central controller 2 fails, the other central controller 2 can still control the wheel-end brakes 1 to brake the vehicle. Furthermore, if one set of brake assemblies fails, the other set can brake the vehicle. Also, since each power supply module 3 is electrically connected to all central controllers 2, if one power supply module 3 experiences a short circuit or insufficient power, the other power supply module 3 can supply power to the central controllers 2. Thus, the electromechanical braking system can ensure the vehicle maintains its prescribed braking performance even in the event of any single-point failure, ensuring vehicle braking safety.

[0038] The embodiments of this application will be described in detail below with reference to the accompanying drawings and specific implementation details.

[0039] Please see Figure 1 This application provides an electromechanical braking system applied to a vehicle. The electromechanical braking system includes two sets of brake groups, multiple central controllers 2, multiple power supply modules 3, and an electronic brake pedal 4. Each set of brake groups includes at least two wheel-end brakes 1. One set of brake groups is used to brake at least two of the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle. The other set of brake groups is used to brake at least two of the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle. At least two central controllers 2 are electrically connected to the wheel-end brakes 1 in the two sets of brake groups respectively. Each power supply module 3 is electrically connected to all central controllers 2 and is used to supply power to the central controllers 2. The electronic brake pedal 4 is electrically connected to all central controllers 2.

[0040] Understandably, a vehicle typically includes two front wheels and two rear wheels. The two front wheels are the left front wheel and the right front wheel, and the two rear wheels are the left rear wheel and the right rear wheel. Wheel-end brakes 1 are installed at the wheels and include brake calipers, brake discs, brake pads, a motor, and a motor controller. The brake discs are fixedly connected to the wheels, and the motor controller is electrically connected to the central controller 2. When the driver presses the electronic brake pedal 4, the electronic brake pedal 4 sends a braking signal to the central controller 2. After receiving the braking signal, the central controller 2 transmits the braking signal to the motor controller. The motor controller controls the motor to start, and the motor drives the brake caliper to move, causing the piston in the brake caliper to push the brake pads and press the brake pads tightly against the brake disc. Due to the friction between the brake pads and the brake disc, the kinetic energy of the wheel is converted into heat energy, thereby achieving vehicle deceleration or stopping.

[0041] The aforementioned motor can be a brushless DC motor, a permanent magnet synchronous motor, or a stepper motor, etc. The motor needs to have characteristics such as high torque density, fast response, and precise control. Furthermore, the motor is connected to the brake caliper through a transmission mechanism to convert the rotational motion of the motor into linear motion. The transmission mechanism can be a gear reducer, a ball screw, or a wedge mechanism, etc., which can amplify the motor torque and convert it into linear thrust, thereby improving the braking performance of the wheel-end brake 1.

[0042] In this embodiment, each brake group includes at least two wheel-end brakes 1. The two wheel-end brakes 1 in one brake group are used to brake the left front wheel and the right front wheel, respectively. The two wheel-end brakes 1 in the other brake group are used to brake the left rear wheel and the right rear wheel, respectively. Thus, when one brake group fails, the vehicle can be braked by the other brake group to ensure the braking safety of the vehicle. Furthermore, the two brake groups are used to brake the two front wheels and the two rear wheels, respectively, which can further ensure the braking safety of the vehicle.

[0043] Because the electronic brake pedal 4 is electrically connected to all central controllers 2, and each central controller 2 is electrically connected to the wheel-end brakes 1 in both brake groups, if one central controller 2 fails when the driver presses the electronic brake pedal 4, the wheel-end brakes 1 can still be controlled by the other central controller 2 to brake the vehicle. Furthermore, because each power supply module 3 is electrically connected to all central controllers 2, if one power supply module 3 experiences a short circuit or insufficient power, the other power supply module 3 can supply power to the central controller 2, which in turn can supply power to the wheel-end brakes 1, ensuring that the wheel-end brakes 1 can brake the wheels normally.

[0044] In this way, the electromechanical braking system can have multiple redundant safety architecture designs, ensuring that the vehicle still has the specified braking performance in the event of any single point of failure, thus ensuring the vehicle's braking safety.

[0045] Specifically, the electromechanical braking system has braking redundancy, central controller 2 redundancy, and power supply redundancy. Braking redundancy means that the electromechanical braking system includes two sets of brakes. If one set of brakes fails, the vehicle can still be braked by the other set of brakes. Central controller 2 redundancy means that the electromechanical braking system includes multiple central controllers 2. If one central controller 2 fails, the vehicle can still be braked by controlling the wheel-end brakes 1 through another central controller 2. Power supply redundancy means that the electromechanical braking system includes multiple power supply modules 3. Each power supply module 3 is electrically connected to all central controllers 2. If one power supply module 3 experiences a short circuit or insufficient power, the central controllers 2 can be powered by another power supply module 3.

[0046] Please see Figure 1 and Figure 2 In some embodiments, the multiple power supply modules 3 include a first power supply module 31 and a second power supply module 32, and the multiple wheel-end brakes 1 include a left front wheel brake 11, a right front wheel brake 12, a left rear wheel brake 13 and a right rear wheel brake 14. The first power supply module 31 is electrically connected to the two central controllers 2, the left front wheel brake 11, the right front wheel brake 12 and the left rear wheel brake 13, and the second power supply module 32 is electrically connected to the two central controllers 2, the left front wheel brake 11, the right front wheel brake 12 and the right rear wheel brake 14.

[0047] Optionally, the left front wheel brake 11 is installed at the left front wheel and is used to brake the left front wheel; the right front wheel brake 12 is installed at the right front wheel and is used to brake the right front wheel; the left rear wheel brake 13 is installed at the left rear wheel and is used to brake the left rear wheel; and the right rear wheel brake 14 is installed at the right rear wheel and is used to brake the right rear wheel. The first power supply module 31 and the second power supply module 32 are both batteries.

[0048] Under normal circumstances, the first power supply module 31 can supply power to the first central controller 2, the left front wheel brake 11, the right front wheel brake 12, and the left rear wheel brake 13, and the second power supply module 32 can supply power to the second central controller 2, the left front wheel brake 11, the right front wheel brake 12, and the right rear wheel brake 14. When the first power supply module 31 experiences a short circuit or insufficient power, the power supply can be switched to the second power supply module 32 to supply power to the first central controller 2, the left front wheel brake 11, and the right front wheel brake 12. When the second power supply module 32 experiences a short circuit or insufficient power, the power supply can be switched to the first power supply module 31 to supply power to the second central controller 2, the left front wheel brake 11, and the right front wheel brake 12.

[0049] Thus, even if any one of the power supplies in the first power supply module 31 and the second power supply module 32 fails, the electromechanical braking system can still ensure that the left front wheel brake 11 and the right front wheel brake 12 are powered to ensure that the vehicle can have the specified braking performance.

[0050] Please see Figure 3 In some embodiments, the electromechanical braking system further includes a vehicle drive battery module 5 and a power conversion module 6. The power conversion module 6 is electrically connected to the vehicle drive battery module 5 and is electrically connected to a plurality of power supply modules 3, and the plurality of power supply modules 3 are connected in parallel with the power conversion module 6.

[0051] Optionally, in new energy vehicles, the vehicle drive battery module 5 is the core component of the vehicle. The vehicle drive battery module 5 is responsible for storing and releasing electrical energy to drive the vehicle. The performance of the vehicle drive battery module 5 directly affects the vehicle's range, power, and safety. The power conversion module 6 can be a DC-DC conversion module (also known as a DC-DC converter), which is a power electronic device that converts DC input voltage into different DC output voltages. The power conversion module 6 can be electrically connected to the vehicle drive battery module 5, and the power conversion module 6 can be connected in parallel with multiple power supply modules 3. When the voltage of the power supply module 3 is lower than a certain threshold, it can charge multiple power supply modules 3 simultaneously, further ensuring that the power supply modules 3 have sufficient power.

[0052] Please see Figure 3 In some embodiments, the electromechanical braking system further includes an electronic switch 7 connected in series between the power supply module 3 and the central controller 2. When the voltage of the power supply module 3 is lower than a first preset threshold, the electronic switch 7 is turned off, and when the voltage of the power supply module 3 is higher than a second preset threshold, the electronic switch 7 is turned on. The second preset threshold is greater than the first preset threshold.

[0053] It is understandable that the power supply module 3 can supply power to the load components in the electromechanical braking system. The load components refer to the central controller 2 and the wheel-end brakes 1. Multiple wheel-end brakes 1 and multiple central controllers 2 are connected in parallel with the power supply module 3, so that the power supply module 3 can supply power to multiple load components. The electronic switch 7 is connected in series between the power supply module 3 and multiple load components.

[0054] Thus, when the voltage of the first power supply module 31 is lower than the first preset threshold (e.g., 9V), it indicates that the power of the first power supply module 31 is insufficient. At this time, the electronic switch 7 is turned off, cutting off the connection between the first power supply module 31 and multiple load components, and the second power supply module 32 supplies power to the multiple load components. Therefore, the first power supply module 31 will not affect the second power supply module 32's normal power supply to the multiple load components. When the voltage of the power supply module 3 is higher than the second preset threshold (e.g., 10.5V), it indicates that the power of the first power supply module 31 is sufficient. At this time, the electronic switch 7 is turned on, and the first power supply module 31 can normally supply power to the multiple load components. By setting the electronic switch 7, it can be ensured that the multiple power supply modules 3 can normally supply power to the multiple load components.

[0055] Please see Figure 4In some embodiments, the electromechanical braking system further includes a signal acquisition module 81, a signal processing module 82, and a status evaluation module 83. The signal acquisition module 81 is electrically connected to the power supply module 3 and is used to acquire the status information of the power supply module 3. The signal processing module 82 is electrically connected to the signal acquisition module 81 and is used to process the status information. The status evaluation module 83 is electrically connected to the signal processing module 82 and is used to determine the amount of power in the power supply module 3 based on the status information, and to determine whether the amount of power in the power supply module 3 can meet the braking force output by the wheel-end brake 1 to brake the vehicle.

[0056] In this embodiment, in order to ensure that the vehicle equipped with the electromechanical braking system can have sufficient energy to supply the wheel-end brakes 1 under any conditions, the electromechanical braking system is also equipped with an independent energy management system, which includes a signal acquisition module 81, a signal processing module 82, and a status assessment module 83.

[0057] The signal acquisition module 81 is electrically connected to the power supply module 3. The signal acquisition module 81 can acquire the status information of the power supply module 3, including the current value, voltage value, temperature value, etc. of the power supply module 3. The signal acquisition module 81 is also electrically connected to the signal processing module 82. The signal acquisition module 81 can transmit the status information to the signal processing module 82. The signal processing module 82 can process the current value, voltage value, temperature value, etc. into evaluation information that can intuitively evaluate the performance of the power supply module 3. For example, the signal processing module 82 has a built-in algorithm model, which enables the signal processing module 82 to estimate the remaining power of the power supply module 3 based on the current value, voltage value, temperature value, etc. of the power supply module 3. The remaining power is the evaluation information.

[0058] The signal processing module 82 can also be electrically connected to the state assessment module 83. The signal processing module 82 can transmit assessment information to the state assessment module 83. The state assessment module 83 has a built-in braking energy consumption model 84. The state assessment module 83 can ensure the amount of power supplied by the power supply module 3, and determine whether the amount of power supplied by the power supply module 3 can meet the braking force output by the wheel-end brake 1 to brake the vehicle, such as... Figure 5 As shown, this is a linear relationship graph between the number of braking cycles of the wheel-end brake 1 and the required electrical power. The state evaluation module 83 can also be electrically connected to the central controller 2, thereby outputting the evaluation results to the central controller 2.

[0059] In this way, the functional status (including but not limited to the remaining power) of the power supply module 3 can be monitored in real time, and the evaluation results can be output to the central controller 2. When the status evaluation module 83 determines that the remaining power of the power supply module 3 is insufficient to meet the braking force output by the wheel-end brake 1, the status evaluation module 83 can output the evaluation result of not meeting the requirements to the central controller 2. The central controller 2 can control the alarm to send alarm information to remind the driver, or the central controller 2 can switch the other power supply modules 3 to supply power to the wheel-end brake 1 to ensure that sufficient power can be provided to the wheel-end brake 1 and ensure that the wheel-end brake 1 achieves the specified braking performance.

[0060] Please see Figure 6 In some embodiments, the electromechanical braking system further includes a first communication line 91, a second communication line 92, and a third communication line 93, wherein the first communication line 91 connects to two central controllers 2, the second communication line 92 connects to two central controllers 2, and the third communication line 93 connects to two central controllers 2.

[0061] Specifically, combined Figure 7 Each central controller 2 is equipped with at least a communication module and a system status processing module, and the communication module and system status processing module of each central controller 2 are interconnected. For ease of description, the two central controllers 2 are defined as the first central controller 21 and the second central controller 22, respectively. The first central controller 21 is equipped with at least a first communication module 211 and a first system status processing module 212, and the second central controller 22 is equipped with at least a second communication module 221 and a second system status processing module 222. The first communication module 211 and the second communication module 221 are interconnected through a first communication line 91, a second communication line 92 and a third communication line 93, and the first system status processing module 212 and the second system status processing module 222 are interconnected.

[0062] The first system status processing module 212 can monitor the functional status of the first central controller 21 in real time (e.g., voltage monitoring, temperature monitoring, clock monitoring, etc.) and thus determine whether the working mode of the first central controller 21 is normal. The second system status processing module 222 can monitor the functional status of the second central controller 22 in real time and thus determine whether the working mode of the second central controller 22 is normal. Furthermore, the first system status processing module 212 and the second system status processing module 222 will exchange status information.

[0063] When the first system status processing module 212 detects a fault in the first central controller 21, it will trigger a certain safety mechanism, such as cutting off the control of the wheel-end brake 1 controlled by the first central controller 21 and isolating the first central controller 21 from other parts of the electromechanical braking system. At the same time, it will inform the second system status processing module 222, thereby triggering the second central controller 22 to take over the control task of the first central controller 21 and issue corresponding driver alarm information.

[0064] Similarly, when the second system status processing module 222 detects a fault in the second central controller 22, it can cut off the control of the wheel-end brake 1 controlled by the second central controller 22 and isolate the second central controller 22 from other parts of the electromechanical braking system. At the same time, the first central controller 21 is triggered to take over the control task of the second central controller 22 and issue corresponding driver alarm information. Of course, a third central controller 2 can also be set up so that when the second central controller 22 fails, the third central controller 2 takes over the control task of the second central controller 22.

[0065] Thus, the two central controllers 2 can communicate with each other through the first communication line 91, the second communication line 92, and the third communication line 93, making the two central controllers 2 redundant. Since one of the two central controllers 2 controls the vehicle's braking function, under normal circumstances, the first central controller 21 is responsible for receiving and sending all wheel-end brake 1 information and commands, and interacting with the whole vehicle, while the second central controller 22 is in standby mode. When the first central controller 21 fails, the second central controller 22 takes over the vehicle's braking function to ensure the vehicle's braking safety.

[0066] In addition, the first communication line 91, the second communication line 92 and the third communication line 93 can all be CAN buses. CAN is a serial communication protocol that allows multiple devices to be connected on a single bus to achieve multi-master control. That is, all units connected to the bus can start sending new messages and determine which unit's message is sent first through an arbitration mechanism.

[0067] In normal operating mode, the two central controllers 2 can communicate with each other through the first communication line 91. If the first communication line 91 fails, the electromechanical braking system will isolate the transmission through the first communication line 91 and switch to communication through the second communication line 92 or the third communication line 93. The second communication line 92 and the third communication line 93 are redundant backup communication lines, which can realize communication redundancy design within the electromechanical braking system and further ensure the braking safety of the electromechanical braking system.

[0068] Please see Figure 6In some embodiments, the plurality of central controllers 2 include a first central controller 21 and a second central controller 22, and the plurality of wheel-end brakes 1 include a left front wheel brake 11, a right front wheel brake 12, a left rear wheel brake 13 and a right rear wheel brake 14.

[0069] Specifically, the first central controller 21 is connected to the left front wheel brake 11 via the first communication line 91, and is also connected to the left front wheel brake 11 via the second communication line 92. The first central controller 21 is also connected to the right front wheel brake 12 via the first communication line 91, and is also connected to the right front wheel brake 12 via the third communication line 93. The second central controller 22 is connected to the left rear wheel brake 13 via the first communication line 91, and is also connected to the left rear wheel brake 13 via the third communication line 93. The second central controller 22 is also connected to the right rear wheel brake 14 via the first communication line 91, and is also connected to the right rear wheel brake 14 via the second communication line 92.

[0070] In normal operating mode, the first central controller 21 can control the left front wheel brake 11 and the right front wheel brake 12 to brake the vehicle via the first communication line 91, and the second central controller 22 can control the left rear wheel brake 13 and the right rear wheel brake 14 to brake the vehicle via the first communication line 91.

[0071] When the first communication line 91 fails, the electromechanical braking system will isolate the transmission of the first communication line 91. The first central controller 21 can control the left front wheel brake 11 to brake the left front wheel through the second communication line 92, and the first central controller 21 can control the right front wheel brake 12 to brake the right front wheel through the third communication line 93, so as to realize the vehicle braking function. Alternatively, the second central controller 22 can control the left rear wheel brake 13 to brake the left rear wheel through the third communication line 93, and the second central controller 22 can control the right rear wheel brake 14 to brake the right rear wheel through the second communication line 92, so as to ensure that the vehicle can brake normally.

[0072] Thus, when the first communication line 91 fails, communication can still be achieved through the second communication line 92 and the third communication line 93, ensuring that the electromechanical braking system can brake the vehicle normally. Furthermore, the backup communication lines, including the second communication line 92 and the third communication line 93, can further reduce the probability of communication line failure.

[0073] Furthermore, when both the first communication line 91 and the second communication line 92 fail simultaneously, the first central controller 21 can control the right front wheel brake 12 to brake the right front wheel via the third communication line 93, and the second central controller 22 can control the left rear wheel brake 13 to brake the left rear wheel via the third communication line 93. Similarly, when both the first communication line 91 and the third communication line 93 fail simultaneously, the first central controller 21 can control the left front wheel brake 11 to brake the left front wheel via the second communication line 92, and the second central controller 22 can control the right rear wheel brake 14 to brake the right rear wheel via the second communication line 92. In this way, even if both communication lines fail simultaneously, the electromechanical braking system can still ensure that the vehicle applies synchronous braking to the left and right wheels, thereby ensuring basic braking performance and driving safety.

[0074] Please see Figure 1 In some embodiments, the electronic brake pedal 4 includes a first sensor 41 and a second sensor 42, the first sensor 41 being communicatively connected to one of the two central controllers 2 and the second sensor 42 being communicatively connected to the other of the two central controllers 2.

[0075] Optionally, when the driver presses the electronic brake pedal 4, the first sensor 41 can transmit a first electrical signal to the first central controller 21, and at the same time, the second sensor 42 can transmit a second electrical signal to the second central controller 22. The electromechanical braking system can monitor and verify the first and second electrical signals, and select the signal with higher reliability as the driver's braking request input, thereby realizing the electronic signal redundancy design of the electronic brake pedal 4 and further ensuring the braking safety of the vehicle.

[0076] Of course, the electronic brake pedal 4 may also include other sensors. In this application embodiment, the specific number of sensors is not limited. It is only necessary to ensure that the electronic brake pedal 4 includes at least two or more sensors to achieve the electronic signal redundancy design of the electronic brake pedal 4.

[0077] In some embodiments, the first sensor 41 and the second sensor 42 are sensors of different types.

[0078] Specifically, the first sensor 41 and the second sensor 42 operate on different principles. For example, the first sensor 41 is an angle sensor and the second sensor 42 is a travel sensor, or the first sensor 41 is a travel sensor and the second sensor 42 is an angle sensor. The angle sensor sends an electrical signal by monitoring the rotation angle of the electronic brake pedal 4, and the travel sensor sends an electrical signal by monitoring the travel of the electronic brake pedal 4. This can prevent the first sensor 41 and the second sensor 42 from failing due to the same reason, and further realize the redundancy design of the electrical signal of the electronic brake pedal 4.

[0079] In some other embodiments, the first sensor 41 can also be a Hall sensor, an inductive sensor, etc., as long as the first sensor 41 and the second sensor 42 are sensors of different types.

[0080] This embodiment also provides a vehicle, including a vehicle body and the aforementioned electromechanical braking system, wherein the electromechanical braking system is installed on the vehicle body. It should be noted that the vehicle provided in this embodiment should also include other modules or components that enable the vehicle to operate normally; however, these other modules or components will not be described in detail here.

[0081] The vehicle provided in this embodiment employs the aforementioned electromechanical braking system, enabling it to have multiple redundant safety architecture designs. Even in the event of any single-point failure, the vehicle can still maintain the prescribed braking performance to ensure braking safety.

[0082] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An electromechanical braking system, characterized in that, The electromechanical braking system is applied to a vehicle, and the electromechanical braking system includes: Two sets of brake groups, each set of brake groups including at least two wheel-end brakes, one set of brake groups for braking at least two of the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle, and the other set of brake groups for braking at least two of the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle. Multiple central controllers, at least two of which are electrically connected to wheel-end brakes in two sets of brake groups respectively; Multiple power supply modules, each of which is electrically connected to all of the central controllers, and the power supply modules are used to supply power to the central controllers; An electronic brake pedal, which is electrically connected to all of the central controllers.

2. The electromechanical braking system according to claim 1, characterized in that, The plurality of power supply modules include a first power supply module and a second power supply module, and the plurality of wheel-end brakes include a left front wheel brake, a right front wheel brake, a left rear wheel brake and a right rear wheel brake; The first power supply module is electrically connected to the two central controllers, the left front wheel brake, the right front wheel brake, and the left rear wheel brake; The second power supply module is electrically connected to the two central controllers, the left front wheel brake, the right front wheel brake, and the right rear wheel brake.

3. The electromechanical braking system according to claim 1, characterized in that, The electromechanical braking system also includes: Vehicle drive battery module; The power conversion module is electrically connected to the vehicle drive battery module, and the power conversion module is electrically connected to multiple power supply modules, and the multiple power supply modules are connected in parallel with the power conversion module.

4. The electromechanical braking system according to claim 3, characterized in that, The electromechanical braking system also includes an electronic switch, which is connected in series between the power supply module and the central controller; Specifically, when the voltage of the power supply module is lower than a first preset threshold, the electronic switch is turned off; When the voltage of the power supply module is higher than the second preset threshold, the electronic switch is turned on, and the second preset threshold is greater than the first preset threshold.

5. The electromechanical braking system according to claim 1, characterized in that, The electromechanical braking system also includes; A signal acquisition module is electrically connected to the power supply module, and the signal acquisition module is used to acquire the status information of the power supply module; A signal processing module, electrically connected to the signal acquisition module, is used to process the status information; A status assessment module, electrically connected to the signal processing module, is used to determine the power level of the power supply module based on the status information, and to determine whether the power level of the power supply module can meet the braking force output by the wheel-end brakes to brake the vehicle.

6. The electromechanical braking system according to claim 1, characterized in that, The electromechanical braking system further includes a first communication line, a second communication line, and a third communication line. The first communication line connects to two central controllers, the second communication line connects to two central controllers, and the third communication line connects to two central controllers.

7. The electromechanical braking system according to claim 6, characterized in that, The plurality of central controllers include a first central controller and a second central controller, and the plurality of wheel-end brakes include a left front wheel brake, a right front wheel brake, a left rear wheel brake and a right rear wheel brake; The first central controller is connected to the left front wheel brake via the first communication line, and is also connected to the left front wheel brake via the second communication line. The first central controller is also connected to the right front wheel brake via the first communication line, and is also connected to the right front wheel brake via the third communication line. The second central controller is connected to the left rear wheel brake via the first communication line. The second central controller is also connected to the left rear wheel brake via the third communication line. The second central controller is connected to the right rear wheel brake via the first communication line. The second central controller is also connected to the right rear wheel brake via the second communication line.

8. The electromechanical braking system according to claim 1, characterized in that, The electronic brake pedal includes at least a first sensor and a second sensor, the first sensor being communicatively connected to one of the two central controllers, and the second sensor being communicatively connected to the other of the two central controllers.

9. The electromechanical braking system according to claim 8, characterized in that, The first sensor and the second sensor are different types of sensors.

10. A vehicle, characterized in that, It includes a vehicle body and an electromechanical braking system as described in any one of claims 1-9, wherein the electromechanical braking system is mounted on the vehicle body.

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