braking system

Abstract

A braking system comprises multiple master controllers 50A, 50B, and multiple slave controllers 60A to 60D. The master controller 50A, the slave controller 60B, and the slave controller 60C are supplied with power from a first power source 11. The master controller 50B, the slave controller 60A, and the slave controller 60D are supplied with power from a second power source 12. The master controller 50A and the slave controller 60A can control the electric brake 20A, the master controller 50B and the slave controller 60B can control the electric brake 20B, the slave controller 60C can control the electric brake 20C, and the slave controller 60D can control the electric brake 20D.

Description

Technical area

[0001] The present invention relates to a braking system applied to a vehicle. State of the art

[0002] PTL 1 discloses an example of an in-vehicle system including an integrated vehicle motion control ECU and four BBW driver ECUs. The integrated vehicle motion control ECU calculates a command value for a braking force to be generated at each of a plurality of wheels when braking a vehicle. The integrated vehicle motion control ECU outputs the calculated command value to the plurality of BBW driver ECUs. Each of the BBW driver ECUs controls an electric motor based on the input command value, thereby adjusting the braking force to be generated at the corresponding wheel. Citation listPatent specification

[0003] PTL 1: Japanese Patent No. 6214730 Brief description of the inventionTechnical task

[0004] When two power sources are present in a vehicle, a first power source of the two power sources can supply power to one or more of the four brake booster driver ECUs, and a second power source can supply power to the remaining four brake booster driver ECUs. An object of the invention is to prevent a reduction in the braking force of a vehicle when the power supply from one of the two power sources is interrupted in a braking system capable of supplying power from both power sources. Solution to the problem

[0005] A braking system for solving the above problem is a system applied to a vehicle, including a first power source and a second power source different from the first power source. The braking system includes: a first electric actuator to a fourth electric actuator, each generating a braking force at a first wheel to a fourth wheel of the vehicle; a plurality of master controllers, each comprising a driver that controls the power supplied to one of the first electric actuators to the fourth electric actuator.Power adjusts, a braking force calculation section that calculates the braking force to be generated at the first wheel to the fourth wheel by driving the first electric actuator to the fourth electric actuator, and a driver control section that activates the driver according to a calculation result of the braking force calculation section; and a plurality of slave controllers, each of which includes a driver that adjusts the power supplied to any one of the first to fourth electric actuators, and a driver control section that activates the driver according to the calculation result of the braking force calculation section of the master controller.A first master controller of the plurality of master controllers, a first slave controller and a second slave controller of the plurality of slave controllers form a first control group that is not supplied with power from the second power source, but is supplied with power from the first power source. A second master controller of the plurality of master controllers, a third slave controller and a fourth slave controller of the plurality of slave controllers form a second control group that is not supplied with power from the first power source, but is supplied with power from the second power source. Both a first regulating controller of the first control group and a second regulating controller of the second control group control the first electric actuator.Both a third regulation controller of the first control group, which is different from the first regulation controller, and a fourth regulation controller of the second control group, which is different from the second regulation controller, control the second electric actuator. A controller of the first control group, which is different from the first regulation controller and the third regulation controller, controls the third electric actuator. A controller of the second control group, which is different from the second regulation controller and the fourth regulation controller, controls the fourth electric actuator.

[0006] In the braking system, when the power supply from the first power source is interrupted but power is supplied from the second power source, the plurality of controllers constituting the second control group can be operated by the power supplied from the second power source. Accordingly, braking force can be generated on three of the four wheels. Conversely, when the power supply from the second power source is stopped but power is supplied from the first power source, the plurality of controllers constituting the first control group can be operated by the power supplied from the first power source. Accordingly, braking force can be generated on three of the four wheels.

[0007] Therefore, according to the braking system, it is possible to suppress a decrease in braking force when the power supply from one of the first power source and the second power source is stopped. Short description of the drawings Fig. 1 is a configuration view schematically illustrating a vehicle to which a brake system according to an embodiment is applied. Fig. 2 is a block diagram illustrating a configuration of the braking system. Fig. 3 is a table illustrating the relationship between a master controller that calculates a commanded braking force to be applied and a driver to be activated when a braking control of the braking system can be activated normally. Fig. Figure 4 is a table illustrating the relationship between the master controller, which calculates the commanded braking force to be applied, and the driver to be activated when the power supply from a first or a second power source is interrupted. Fig. Figure 5 is a table illustrating the relationship between the master controller, which calculates the commanded braking force to be applied, and the driver to be activated when one of the two master controllers has failed. Fig. Figure 6 is a flowchart illustrating a series of processing performed by the master controller. Fig. Figure 7 is a flowchart illustrating a series of processing performed by a slave controller. Fig. 8 is a block diagram illustrating a configuration of a brake system in a modified example. Description of the embodiments

[0008] An embodiment of a braking system is described below with reference to the Fig. 1 to 7 described. <Schematische Konfiguration eines Fahrzeugs>

[0009] Fig. Figure 1 illustrates a vehicle 10 to which the braking system is applied. The vehicle 10 includes a left front wheel FL, a right front wheel FR, a left rear wheel RL, and a right rear wheel RR as wheels. The vehicle 10 includes a first power source 11 and a second power source 12, which is different from the first power source 11, as power supply sources for the braking system. <Elektrische Bremsen des Bremssystems>

[0010] As in the Fig. 1 and Fig. As illustrated in Figure 2, a braking system 100 includes four electric brakes. The four electric brakes correspond to the four wheels FL, FR, RL, and RR, respectively. More specifically, the four electric brakes are: an electric brake 20A that applies braking force to the left front wheel FL; an electric brake 20B that applies braking force to the right front wheel FR; an electric brake 20C that applies braking force to the left rear wheel RL; and an electric brake 20D that applies braking force to the right rear wheel RR. Hereinafter, the electric brakes 20A, 20B for the front wheels are also referred to as "electric front wheel brakes 20A, 20B," and the electric brakes 20C, 20D for the rear wheels are also referred to as "electric rear wheel brakes 20C, 20D."

[0011] Each of the plurality of front-wheel electric brakes 20A, 20B includes a rotating body 21, a friction member 22, an electric motor 23, a speed reduction mechanism 24, and a linear motion conversion mechanism 25. The rotating body 21 rotates integrally with each of the front wheels FL, FR. In each of the front-wheel electric brakes 20A, 20B, the rotational motion of the electric motor 23 is decelerated by the speed reduction mechanism 24 and then output to the linear motion conversion mechanism 25. Then, the rotational motion input to the linear motion conversion mechanism 25 is converted into linear motion by the linear motion conversion mechanism 25 and then output to the friction member 22. That is, each of the front-wheel electric brakes 20A, 20B adjusts the braking force to be generated at the respective wheels FL, FR by controlling the electric motor 23.The electric motor 23 is a double-winding motor.

[0012] Each of the plurality of rear electric brakes 20C, 20D includes a rotating body 31, a friction element 32, an electric motor 33, a speed reduction mechanism 34, and a linear motion conversion mechanism 35. The rotating body 31 rotates integrally with each of the rear wheels RL, RR. In each of the electric brakes 20C, 20D, the rotational motion of the electric motor 33 is decelerated by the speed reduction mechanism 34 and then output to the linear motion conversion mechanism 35. Then, the rotational motion input to the linear motion conversion mechanism 35 is converted into linear motion by the linear motion conversion mechanism 35 and then output to the friction element 32. That is, each of the rear electric brakes 20C, 20D adjusts the braking force to be generated at the respective wheels RL, RR by controlling the electric motor 33.In contrast to the electric motor 23, the electric motor 33 is not a double-winding motor.

[0013] In this embodiment, the electric motors 23, 33 of the plurality of electric brakes 20A to 20D each correspond to an "electric actuator." Specifically, the electric motor 23 of the electric brake 20A of the left front wheel corresponds to a "first electric actuator," and the electric motor 23 of the electric brake 20B of the right front wheel corresponds to a "second electric actuator." The electric motor 33 of the electric brake 20C of the left rear wheel corresponds to a "third electric actuator," and the electric motor 33 of the electric brake 20D of the right rear wheel corresponds to a "fourth electric actuator." Here, the left front wheel FL, on which the braking force is generated by driving the first electric actuator, is also referred to as the "first wheel." The right front wheel FR, on which the braking force is generated by driving the second electric actuator, is also referred to as the "second wheel."The left rear wheel RL, where the braking force is generated by controlling the third electric actuator, is also referred to as the "third wheel." The right rear wheel RR, where the braking force is generated by controlling the fourth electric actuator, is also referred to as the "fourth wheel." <Bremssteuerung im Bremssystem>

[0014] The braking system 100 includes a brake controller 40 that controls the four electric brakes 20A to 20D. The brake controller 40 has a left front wheel control unit 41A, a right front wheel control unit 41B, a left rear wheel control unit 41C, and a right rear wheel control unit 41D. The left front wheel control unit 41A controls the left front wheel electric brake 20A. The right front wheel control unit 41B controls the right front wheel electric brake 20B. The left rear wheel control unit 41C controls the left rear wheel electric brake 20C. The right rear wheel control unit 41D controls the right rear wheel electric brake 20D. The plurality of control units 41A to 41D are each configured to exchange information via the intra-brake control communication 42.For example, the intra-brake control communication 42 is a CAN bus. "CAN" stands for "Controller Area Network."

[0015] The left front wheel control unit 41A includes a master controller 50A and a slave controller 60A. The master controller 50A and the slave controller 60A are configured to enable the mutual exchange of information within the left front wheel control unit 41A.

[0016] The right front wheel control unit 41B includes a master controller 50B and a slave controller 60B. The master controller 50B and the slave controller 60B are configured to enable the mutual exchange of information within the right front wheel control unit 41B.

[0017] The left rear wheel control unit 41C has a slave control 60C, but no master control. The right rear wheel control unit 41D has a slave control 60D, but no master control.

[0018] The plurality of controllers 50A, 50B, 60A to 60D constituting the braking system 100 can be divided into a first control group to which power is supplied from the first power source 11 and a second control group to which power is supplied from the second power source 12. The first control group includes: the master controller 50A of the plurality of master controllers 50A, 50B; and the slave controller 60B and the slave controller 60C of the plurality of slave controllers 60A to 60D. Meanwhile, the second control group includes: the master controller 50B of the plurality of master controllers 50A, 50B; and the slave controller 60A and the slave controller 60D of the plurality of slave controllers 60A to 60D. Here, no power is supplied from the second power source 12 to the plurality of controllers 50A, 60B, 60C constituting the first control group.No power is supplied from the first power source 11 to the plurality of controllers 50B, 60A, 60D constituting the second control group.

[0019] In this embodiment, master controller 50A corresponds to a "first master controller," and master controller 50B to a "second master controller." Furthermore, slave controller 60B, which forms the first control group, corresponds to a "first slave controller," and slave controller 60C, which forms the first control group, corresponds to a "second slave controller." Furthermore, slave controller 60A, which forms the second control group, corresponds to a "third slave controller," and slave controller 60D, which forms the second control group, corresponds to a "fourth slave controller."

[0020] Both the master controller 50A in the first control group and the slave controller 60A in the second control group control the first electric actuator. In this embodiment, the electric motor 23 of the left front wheel control unit 41A corresponds to the first electric actuator, the master controller 50A corresponds to a "first regulation controller," and the slave controller 60A corresponds to a "second regulation controller." As described above, the electric motor 23 is a double-winding motor. Accordingly, the master controller 50A adjusts power through a first line of two lines of the electric motor 23, and the slave controller 60A adjusts power through a second line of the two lines of the electric motor 23.Therefore, if at least one of the master control 50A and the slave control 60A is actuated, the braking force to be generated at the left front wheel FL can be adjusted by controlling the electric motor 23.

[0021] Both the master controller 50B in the second control group and the slave controller 60B in the first control group control the second electric actuator. In this embodiment, the master controller 50B corresponds to a "fourth regulation controller" and the slave controller 60B to a "third regulation controller" because the electric motor 23 of the right front wheel control unit 41B corresponds to the second electric actuator. As described above, the electric motor 23 is a double-winding motor. Accordingly, the master controller 50B adjusts power through a first line of two lines in the electric motor 23, and the slave controller 60B adjusts power through a second line of two lines in the electric motor 23. Therefore, when at least one of the master controllers 50B and the slave controller 60B is activated, the braking force to be generated at the right front wheel FR can be adjusted by driving the electric motor 33.

[0022] In the first control group, the slave controller 60C, which is different from the master controller 50A and the slave controller 60B, controls the third electric actuator. Since the electric motor 33 of the left rear wheel control unit 41C corresponds to the third electric actuator in this embodiment, the slave controller 60C can adjust the braking force to be generated at the left rear wheel RL by activating the electric motor 33 of the left rear wheel control unit 41C.

[0023] In the second control group, the slave controller 60D, which is different from the master controller 50B and the slave controller 60A, controls the fourth electric actuator. Since the electric motor 33 of the right rear wheel control unit 41D corresponds to the fourth electric actuator in this embodiment, the slave controller 60D can adjust the braking force to be generated at the right rear wheel RR by driving the electric motor 33 of the right rear wheel control unit 41D.

[0024] The plurality of master controllers 50A, 50B each include a first driver 51 and a master microcomputer 52. The master microcomputer 52 includes an execution section and a storage section that stores a control program executed by the execution section. For example, the execution section is a CPU. Since the electric motor 23 is a double-winding motor, the first driver 51 is electrically connected only to the first of the two lines of the electric motor 23. The execution section of the master microcomputer 52 activates the first driver 51 by executing the control program. Consequently, the execution section adjusts the power through the first line of the electric motor 23 and can thereby drive the electric motor 23.

[0025] The plurality of slave controllers 60A to 60D each include a second driver 61 and a slave microcomputer 62. The slave microcomputer 62 includes an execution section and a storage section that stores a control program executed by the execution section. The execution section is, for example, a CPU. Since the electric motor 23 is a double-winding motor, the second driver 61 is electrically connected only to the second of the two lines of the electric motor 23. The execution section of the slave microcomputer 62 in each of the slave controllers 60A, 60B activates the second driver 61 by executing the control program. Consequently, the execution section adjusts the power through the second line of the electric motor 23 and can thereby drive the electric motor 23.

[0026] The execution section of the slave microcomputer 62 in each of the slave controllers 60C, 60D activates the second driver 61 by executing the control program. Consequently, the execution section adjusts the power through the line to the electric motor 33 and can thereby drive the electric motor 33.

[0027] Here, the plurality of master microcomputers 52 each communicate with a device other than the braking system 100 via an in-vehicle network 43, which is mounted on the vehicle. Meanwhile, the plurality of slave microcomputers 62 are not connected to the in-vehicle network 43. For example, the in-vehicle network 43 is a CAN bus. While the master microcomputer 52 is connected to the in-vehicle network 43, the slave microcomputer 62 is not connected to the in-vehicle network 43. Therefore, it is not necessary to make the slave microcomputer 62 a safety-compliant microcomputer. This allows the braking system 100 to be constructed cost-effectively. The slave microcomputer 62 exchanges information only within the braking system 100 using the intra-brake control communication 42.

[0028] In the braking system 100, the left front wheel control unit 41A and the electric brake 20A are combined to form a left front wheel brake unit. The right front wheel control unit 41B and the electric brake 20B are combined to form a right front wheel brake unit. The left rear wheel control unit 41C and the electric brake 20C together form a left rear wheel brake unit. The right rear wheel control unit 41D and the electric brake 20D together form a right rear wheel brake unit. <Funktionelle Konfigurationen von Steuerungen>

[0029] A description of the functional configurations of controllers is given with reference to Fig. 2.

[0030] The execution sections of the plurality of master controllers 50A, 50B each function as a braking force calculation section M11 and a driver control section M13 by executing the control program. Both the braking force calculation section M11 and the driver control section M13 are functional sections for driving the electric motor.

[0031] The braking force calculation section M11 calculates the braking force to be applied to the wheel by driving the electric motor of the electric brake. For example, the braking force calculation section M11 calculates a commanded braking force for each of the wheels FL, FR, RL, RR based on a requested deceleration value of the vehicle 10. The commanded braking force is a command value of the braking force to be applied to the wheel. In other words, the braking force calculation section M11 calculates a commanded braking force FbA of the left front wheel FL, a commanded braking force FbB of the right front wheel FR, a commanded braking force FbC of the left rear wheel RL, and a commanded braking force FbD of the right rear wheel RR.

[0032] The driver control section M13 adjusts the power supplied to the electric motor 23 of the front electric brake by activating the first driver 51 according to a calculation result of the braking force calculation section M11. Specifically, the driver control section M13 of the left front wheel control unit 41A activates the first actuator 51 based on the commanded braking force FbA on the left front wheel FL, thereby adjusting the power supplied to the electric motor 23 of the left front wheel electric brake 20A. The driver control section M13 of the right front wheel control unit 41B activates the first driver 51 based on the commanded braking force FbB on the right front wheel FR, thereby adjusting the power supplied to the electric motor 23 of the right front wheel electric brake 20B.

[0033] The execution sections of the multiple slave controllers 60A to 60D each function as the driver control section M23 by executing the control program. The driver control section M23 is a functional section for driving the electric motor. The execution section of each of the slave controllers 60A to 60D does not function as a braking force calculation section.

[0034] The driver control sections M23 of the front-wheel slave controllers 60A, 60B each adjust the power supplied to the electric motor 23 of the front-wheel electric brake by activating the second driver 61 according to the calculation result of the braking force calculation section M11. Specifically, the driver control section M23 of the left-front-wheel control unit 41A activates the second driver 61 based on the commanded braking force FbA on the left-front wheel FL, thereby adjusting the power supplied to the electric motor 23 of the left-front-wheel electric brake 20A. The driver control section M23 of the right-front-wheel control unit 41B activates the second driver 61 based on the commanded braking force FbB on the right-front wheel FR, thereby adjusting the power supplied to the electric motor 23 of the right-front-wheel electric brake 20B.

[0035] The driver control sections M23 of the slave controllers 60C, 60D for the rear wheels each adjust the power supplied to the electric motor 33 of the rear-wheel electric brake by activating the second driver 61 according to the calculation result of the braking force calculation section M11. Specifically, the driver control section M23 of the left rear wheel control unit 41C activates the second driver 61 based on the commanded braking force FbC at the left rear wheel RL, thereby adjusting the power supplied to the electric motor 33 of the left rear wheel electric brake 20C. The driver control section M23 of the right rear wheel control unit 41D activates the second driver 61 based on the commanded braking force FbD at the right rear wheel RR, thereby adjusting the power supplied to the electric motor 33 of the right rear wheel electric brake 20D. <Bremssteuerung bei normaler Operation>

[0036] A description of the brake control during normal operation is given with reference to Fig. 3. "Normal" here refers to a state of the brake controller 40 in which energy is supplied to the brake system 100 from both the first energy source 11 and the second energy source 12, and in which each of the plurality of master controllers 50A, 50B is normally actuated. Fig. 3 to 5, "MC1" indicates the master controller 50A, and "MC2" indicates the master controller 50B. Furthermore, "SC1" indicates the slave controller 60A, "SC2" indicates the slave controller 60B, "SC3" indicates the slave controller 60C, and "SC4" indicates the slave controller 60D.

[0037] The left front wheel control unit 41A is activated based on the commanded braking force FbA calculated by the braking force calculation section M11 of the master controller 50A. That is, the driver control section M13 of the master controller 50A activates the first driver 51 based on the commanded braking force FbA calculated by the braking force calculation section M11 of the master controller 50A. Meanwhile, the driver control section M23 of the slave controller 60A activates the second driver 61 based on the commanded braking force FbA calculated by the braking force calculation section M11 of the master controller 50A.

[0038] In the following description, the commanded braking force calculated by the braking force calculation section M11 of the master controller 50A is referred to as "commanded braking force calculated by the master controller 50A." In addition, the commanded braking force calculated by the braking force calculation section M11 of the master controller 50B is referred to as "commanded braking force calculated by the master controller 50B."

[0039] The right front wheel control unit 41B is activated based on the commanded braking force FbB calculated by the master controller 50B. That is, the driver control section M13 of the master controller 50B activates the first driver 51 based on the commanded braking force FbB calculated by the master controller 50B. Furthermore, the driver control section M23 of the slave controller 60B activates the second driver 61 based on the commanded braking force FbB calculated by the master controller 50B.

[0040] The left rear wheel control unit 41C is activated based on the commanded braking force FbC calculated by the master controller 50B. That is, the driver control section M23 of the slave controller 60C activates the second actuator 61 based on the commanded braking force FbC calculated by the master controller 50B.

[0041] The right rear wheel control unit 41D is activated based on the commanded braking force FbD calculated by the master controller 50A. That is, the driver control section M23 of the slave controller 60D activates the second driver 61 based on the commanded braking force FbD calculated by the master controller 50A. <Bremssteuerung, wenn die Energieversorgung von der Energiequelle zum Bremssystem unterbrochen wird>

[0042] The following describes the brake control for the case where energy is supplied to the brake system 100 from one of the first energy source 11 and the second energy source 12, but the energy supply from the other energy source to the brake system 100 is interrupted.

[0043] First, a case will be described in which the power supply from the first power source 11 to the braking system 100 is interrupted. In this case, the controllers 50A, 60B, 60C, which constitute the first control group, are not actuated.

[0044] The left front wheel control unit 41A is activated based on the commanded braking force FbA calculated by the master controller 50B. That is, the driver control section M23 of the slave controller 60A activates the second driver 61 based on the commanded braking force FbA calculated by the master controller 50B.

[0045] The right front wheel control unit 41B is activated based on the commanded braking force FbB calculated by the master controller 50B. That is, the driver control section M13 of the master controller 50B activates the first driver 51 based on the commanded braking force FbB calculated by the master controller 50B.

[0046] When the power supply to the slave controller 60C is interrupted, the second driver 61 of the slave controller 60C is not activated. Consequently, the left rear wheel control unit 41C is not activated. Therefore, the slave controller 60C cannot adjust the braking force to be applied to the left rear wheel RL.

[0047] The right rear wheel control unit 41D is activated based on the commanded braking force FbD calculated by the master controller 50B. That is, the driver control section M23 of the slave controller 60D activates the second driver 61 based on the commanded braking force FbD calculated by the master controller 50B.

[0048] The following is a description of the reverse case, in which the power supply to the braking system 100 from the second power source 12 is interrupted. In this case, the controls 50B, 60A, 60D, which form the second control group, are not actuated.

[0049] The left front wheel control unit 41A is activated based on the commanded braking force FbA calculated by the master controller 50A. That is, the driver control section M13 of the master controller 50A activates the first driver 51 based on the commanded braking force FbA calculated by the master controller 50A.

[0050] The right front wheel control unit 41B is activated based on the commanded braking force FbB calculated by the master controller 50A. That is, the driver control section M23 of the slave controller 60B activates the second driver 61 based on the commanded braking force FbB calculated by the master controller 50A.

[0051] The left rear wheel control unit 41C is activated based on the commanded braking force FbC calculated by the master controller 50A. That is, the driver control section M23 of the slave controller 60C activates the second driver 61 based on the commanded braking force FbC calculated by the master controller 50A.

[0052] When the power supply to the slave controller 60D is interrupted, the second driver 61 of the slave controller 60D is not activated. Consequently, the right rear wheel control unit 41D is not activated. Therefore, the slave controller 60D cannot adjust the braking force to be generated at the right rear wheel RR. <Bremssteuerung bei Fehlfunktion der Master-Steuerung>

[0053] The following is a description of the brake control when one of the multiple master controllers 50A, 50B is operated normally, but the other one malfunctions, see Fig. 5. Here, it is assumed that energy is supplied to the braking system 100 from both the first energy source 11 and the second energy source 12.

[0054] First, the case where the master controller 50A malfunctions is described.

[0055] The left front wheel control unit 41A is activated based on the commanded braking force FbA calculated by the master controller 50B. That is, the slave controller 60A activates the second driver 61 based on the commanded braking force FbA calculated by the master controller 50B. Since the master controller 50A has failed, the first driver 51 of the left front wheel control unit 41A cannot be activated at this time.

[0056] The right front wheel control unit 41B is activated based on the commanded braking force FbB calculated by the master controller 50B. That is, the driver control section M13 of the master controller 50B activates the first driver 51 based on the commanded braking force FbB calculated by the master controller 50B. Furthermore, the driver control section M23 of the slave controller 60B activates the second driver 61 based on the commanded braking force FbB calculated by the master controller 50B.

[0057] The left rear wheel control unit 41C is activated based on the commanded braking force FbC calculated by the master controller 50B. That is, the driver control section M23 of the slave controller 60C activates the second driver 61 based on the commanded braking force FbC calculated by the master controller 50B.

[0058] The right rear wheel control unit 41D is activated based on the commanded braking force FbD calculated by the master controller 50B. That is, the driver control section M23 of the slave controller 60D activates the second driver 61 based on the commanded braking force FbD calculated by the master controller 50B.

[0059] Next, a case where the master controller 50B malfunctions will be described.

[0060] The left front wheel control unit 41A is activated based on the commanded braking force FbA calculated by the master controller 50A. That is, the driver control section M13 of the master controller 50A activates the first driver 51 based on the commanded braking force FbA calculated by the master controller 50A. Furthermore, the driver control section M23 of the slave controller 60A activates the second driver 61 based on the commanded braking force FbA calculated by the master controller 50A.

[0061] The right front wheel control unit 41B is activated based on the commanded braking force FbB calculated by the master controller 50A. That is, the slave controller 60B activates the second driver 61 based on the commanded braking force FbB calculated by the master controller 50A. Since the master controller 50B has failed, the first driver 51 of the right front wheel control unit 41B cannot be activated.

[0062] The left rear wheel control unit 41C is activated based on the commanded braking force FbC calculated by the master controller 50A. That is, the driver control section M23 of the slave controller 60C activates the second driver 61 based on the commanded braking force FbC calculated by the master controller 50A.

[0063] The right rear wheel control unit 41D is activated based on the commanded braking force FbD calculated by the master controller 50A. That is, the driver control section M23 of the slave controller 60D activates the second driver 61 based on the commanded braking force FbD calculated by the master controller 50A. <Verarbeitungsprozess, der vom Master-Mikrocomputer der Master-Steuerung ausgeführt wird>

[0064] The following is a description of the processing on the master side, which includes a series of processes executed by the master microcomputers 52 of the master controllers 50A, 50B, see Fig. 6. The master microcomputer 52 repeatedly executes the processing on the master side every predetermined control cycle.

[0065] In step S11, the master microcomputer 52 functions as the braking force calculation section M11, thereby calculating the commanded braking forces FbA to FbD for the plurality of wheels FL, FR, RL, RR. That is, each of the master microcomputer 52 of the master controller 50A and the master microcomputer 52 of the master controller 50B calculates the commanded braking forces FbA to FbD for the plurality of wheels FL, FR, RL, RR.

[0066] In step S13, the master microcomputer 52 sends the commanded braking forces calculated in step S11 to the master controller 50A. Specifically, the master microcomputer 52 sends the commanded braking forces FbB, FbC, FbD for the wheels FR, RL, RR except the left front wheel FL to the intra-brake control communication 42. In addition, the master microcomputer 52 of the master controller 50A sends the commanded braking force FbA of the left front wheel FL to the slave controller 60A. Meanwhile, the master microcomputer 52 of the master controller 50B sends the commanded braking forces FbA, FbC, FbD for the wheels FL, RL, RR except the right front wheel FR to the intra-brake control communication 42. In addition, the master microcomputer 52 of the master controller 50B sends the commanded braking force FbB of the right front wheel FR to the slave controller 60B.

[0067] In step S15, the master microcomputer 52 functions as the driver control section M13, thereby activating the first driver 51 based on the commanded braking force. Specifically, the master microcomputer 52 of the master controller 50A activates the first driver 51 of the electric brake 20A based on the commanded braking force FbA of the left front wheel FL calculated by itself. Meanwhile, the master microcomputer 52 of the master controller 50B activates the first driver 51 of the electric brake 20B based on the commanded braking force FbB of the right front wheel FR calculated by itself. After that, the master microcomputer 52 terminates the processing on the main page once. <Prozess, der vom Slave-Mikrocomputer der Slave-Steuerung ausgeführt wird>

[0068] The following is a description of the slave-side processing, which includes a series of processes executed by the slave microcomputers 62 of the slave controllers 60A to 60D, with reference to Fig. 7. The slave microcomputer 62 repeatedly executes the slave-side processing every predetermined control cycle.

[0069] In step S21, the slave microcomputer 62 obtains the commanded braking force to activate the second driver 61.

[0070] Specifically, the slave microcomputer 62 of the slave controller 60A in the left front wheel control unit 41A obtains the commanded braking force FbA calculated by the master controller 50A when receiving the commanded braking force FbA from the master controller 50A. If the commanded braking force FbA cannot be received from the master controller 50A, but the commanded braking force FbA calculated by the master controller 50B can be received from the intra-brake control communication 42, the slave microcomputer 62 of the slave controller 60A obtains the commanded braking force calculated by the master controller 50B.

[0071] Upon receiving the commanded braking force FbB from the master controller 50B, the slave microcomputer 62 of the slave controller 60B in the right front wheel control unit 41B obtains the commanded braking force FbB calculated by the master controller 50B. If the commanded braking force FbB cannot be received from the master controller 50B, but the commanded braking force FbB calculated by the master controller 50A can be received from the intra-brake control communication 42, the slave microcomputer 62 of the slave controller 60B obtains the commanded braking force FbB calculated by the master controller 50A.

[0072] In the case where the commanded braking force FbC calculated by the master controller 50B can be obtained from the intra-brake control communication 42, the slave microcomputer 62 of the slave controller 60C in the left rear wheel control unit 41C obtains the commanded braking force FbC calculated by the master controller 50B. If the commanded braking force FbC calculated by the master controller 50B cannot be received, but the commanded braking force FbC calculated by the master controller 50A can be received from the intra-brake control communication 42, the slave microcomputer 62 of the slave controller 60C obtains the commanded braking force FbC calculated by the master controller 50A.

[0073] If the commanded braking force FbD calculated by the master controller 50A can be obtained from the intra-brake control communication 42, the slave microcomputer 62 of the slave controller 60D in the right rear wheel control unit 41D obtains the commanded braking force FbD calculated by the master controller 50A. If the commanded braking force FbD calculated by the master controller 50A cannot be received, but the commanded braking force FbD calculated by the master controller 50B can be received from the intra-brake control communication 42, the slave microcomputer 62 of the slave controller 60D obtains the commanded braking force FbD calculated by the master controller 50B.

[0074] In step S23, the slave microcomputer 62 activates the second driver 61 based on the commanded braking force obtained in step S21. More specifically, the slave microcomputer 62 of the slave controller 60A in the left front wheel control unit 41A activates the second driver 61 of the electric brake 20A based on the commanded braking force FbA. The slave microcomputer 62 of the slave controller 60B in the right front wheel control unit 41B activates the second driver 61 of the electric brake 20B based on the commanded braking force FbB. The slave microcomputer 62 of the slave controller 60C in the left rear wheel control unit 41C activates the second driver 61 of the electric brake 20C based on the commanded braking force FbC.The slave microcomputer 62 of the slave controller 60D in the right rear wheel control unit 41D activates the second driver 61 of the electric brake 20D based on the commanded braking force FbD. After that, the slave microcomputer 62 completes the slave-side processing once. <Operation und Effekte dieses Ausführungsbeispiels> (1) In the case where the power supply from the first power source 11 to the braking system 100 is stopped, but the power from the second power source 12 is supplied to the braking system 100, the controls in the second control group are operated. According to this control, the braking force can be generated at three of the four wheels FL, FR, RL, RR. In contrast, when the power supply from the second power source 12 to the braking system 100 is stopped, but the power is supplied from the first power source 11 to the braking system 100, the controls in the first control group are operated. According to this principle, the braking force can be generated at three of the four wheels FL, FR, RL, RR. Therefore, the braking system 100 can suppress the reduction in the braking force of the vehicle 10 when the power supply from any one of the first power source 11 and the second power source 12 is stopped.

[0075] In the case where the controls in the first control group can be operated while the controls in the second control group cannot be operated, the braking force can be generated on the wheels FL, FR, RL except the right rear wheel RR. In contrast, when the controls in the second control group can be operated while the controls in the first control group cannot be operated, the braking force can be generated on the wheels FL, FR, RR except the left rear wheel RL.

[0076] In addition, the first control group is not supplied with energy from the second energy source 12, but with energy from the first energy source 11. The second control group is not supplied with energy from the first energy source 11, but with energy from the first energy source 11. In this way, it can be prevented that the potentials of the first energy source 11 and the second energy source 12 are reduced simultaneously due to a ground fault of the controllers in the first control group or the controllers in the second control group, and thus no more energy can be supplied to the braking system 100.

[0077] (2) Consider a case where the electric motor 23 of the front wheel control unit has only a single line. In this case, a circuit for switching control for the driver between the master controller and the slave controller may be provided on the front wheel control unit to enable the driver of the electric motor 23 to be activated by one of the master controller and the slave controller of the front wheel control unit. When switching control for controlling the driver from one of the master controller and the slave controller to the other, the circuit must be activated, and the control of the electric motor 23 may be temporarily interrupted in the middle of the switching operation.

[0078] In this context, in the braking system 100, the electric motor 23 of the front wheel control unit is a double-winding motor. Of the two wires, the first wire is electrically connected to the first driver 51 of the master controller, and the second wire is electrically connected to the second driver 61 of the slave controller. Then, when both the master controller and the slave controller are operated, both the first driver 51 and the second driver 61 are activated. Therefore, even if the operation of one of the master controller and the slave controller is stopped during the driving of the electric motor 23, the control of the electric motor 23 can be continued. That is, it is possible to prevent the temporary interruption of the control of the electric motor 23.

[0079] (3) The electric motor 23 of the front-wheel control unit is a double-winding motor, and the front-wheel control unit includes both the master controller and the slave controller. Furthermore, one of the master controller and the slave controller forms the first control group, and the other forms the second control group. Accordingly, braking force can be generated at the plurality of front wheels FL, FR even if the power supply from one of the first power source 11 and the second power source 12 to the braking system 100 is interrupted.

[0080] (4) The plurality of master controllers 50A, 50B respectively calculate the commanded braking forces FbA to FbD for the plurality of wheels FL, FR, RL, RR. According to this method, each of the plurality of control units 41A to 41D can obtain the commanded braking force even if only one of the plurality of master controllers 50A, 50B fails. Thus, each of the plurality of control units 41A to 41D can control the respective electric motor. Therefore, the braking force can be generated on the plurality of wheels FL, FR, RL, RR even if only one of the plurality of master controllers 50A, 50B fails.

[0081] (5) Unlike the master controllers 50A, 50B, the slave controllers 60A to 60D do not have the functions for calculating the commanded braking forces FbA to FbD. Therefore, a microcomputer with a lower function than the master microcomputer 52 of each of the master controllers 50A, 50B can be used as the slave microcomputer 62 of each of the slave controllers 60A to 60D. That is, the braking system 100 can prevent the reduction of the braking force of the vehicle 10 when the power supply from either of the two power sources 11, 12 is interrupted, thereby preventing an increase in cost. The "low-function microcontroller" described here has a lower operating frequency and a smaller number of CPU cores than a microcomputer without low functionality.

[0082] (6) In this embodiment, the electric brake 20A and the front wheel master controller 50A are integrated into a single unit, so the driver control section M13 and the first driver 51 are provided near the electric motor 23. The effects achieved by this arrangement will be described below. Since the driver control section M13 is required to send the detailed command to the driver that activates the electric motor 23, the driver control section M13 needs to perform the calculation in a faster control cycle than that of the intra-brake control communication 42. Therefore, if the signal of the driver control section M13 is exchanged via the intra-brake control communication 42, the control accuracy of the electric motor 23 may be reduced. Meanwhile, the braking force calculation section M11 does not need to perform the calculation in the faster calculation cycle than the intra-brake control communication 42.Therefore, the control accuracy of the electric motor 23 is not reduced even if the signal of the braking force calculation section M11 is exchanged via the intra-brake control communication 42.

[0083] From the above, it can be seen that since the master controller 50A, which includes the braking force calculation section M11, the driver control section M13, and the first driver 51, and the electric brake 20A form a single unit, the signal from the driver control section M13 supplied to the master controller 50A can be sent to the first driver 51 without exchange via the intra-brake control communication 42. Furthermore, since the master controller 50A and the electric brake 20A are combined into a single unit, the first driver 51 can directly supply power to the electric motor 23 of the electric brake 20A.Thus, it is possible to create a low-cost braking system with a redundant configuration without increasing the number of microcomputers by sending the signal from the braking force calculation section M11 to another control unit via the intra-brake control communication 42 while using the driver control section M13 provided for the master controller 50A. On the other hand, if the master controller is not connected to the electric brake, the driver control section provided to the master controller cannot be used. That is, as described above, the intra-brake control communication 42 cannot send the signal at a faster cycle than the calculation cycle of the driver control section M13.Therefore, when the front wheel has a redundant configuration similar to this embodiment, the slave microcomputer must be added to each of the front wheel control units, each of which is unified with the electric brake, and the number of microcomputers is increased by two when the braking system is used. Even in the case where the master controller is not connected to the electric brake, the driver control section provided for the master controller can be used. However, in this case, the physical distance between the driver and the electric motor is increased. That is, the signal from the driver control section M13 to the driver cannot be exchanged via the brake controller communication. Therefore, when the driver control section M13 is used, the driver control section M13 and the driver must be in close spatial arrangement.This leads to disadvantages including increased wiring harness costs caused by the lengthening of a path between the driver and the electric motor through which a high current flows, and reduced drive efficiency of the electric motor caused by increased wiring resistance. Therefore, the configuration in this embodiment is advantageous.

[0084] Furthermore, in this embodiment, the left front wheel control unit 41A and the right front wheel control unit 41B have the same configuration, and the left rear wheel control unit 41C and the right rear wheel control unit 41D have the same configuration. Thus, the common units can be used, and the further cost-effective braking system can be obtained. <Modifizierte Beispiele>

[0085] The above embodiment can be modified and implemented as follows. The above embodiment and the following modified examples can be implemented in combination with each other, provided they do not technically contradict each other. • A single-wire electric motor is used as the electric motor provided for each of the front-wheel electric brakes 20A, 20B, and the front-wheel control units 41A, 41B are each configured to include only the slave control among the master control and the slave control. In this case, the double-winding motor is used as the electric motor provided for each of the rear-wheel electric brakes 20C, 20D, and the rear-wheel control units 41C, 41D are each configured to include both the master control and the slave control.

[0086] In this modified example, the left rear wheel RL corresponds to the first wheel, the right rear wheel RR to the second wheel, the left front wheel FL to the third wheel, and the right front wheel FR to the fourth wheel. Furthermore, the electric brake motor 20C of the left rear wheel corresponds to the first electric actuator, the electric brake motor 20D of the right rear wheel corresponds to the second electric actuator, the electric brake motor 20A of the left front wheel corresponds to the third electric actuator, and the electric brake motor 20B of the right front wheel corresponds to the fourth electric actuator. Then, the master controller of the left rear wheel control unit, the slave controller of the right rear wheel control unit, and the slave controller of the left front wheel control unit constitute the first control group.The master controller of the right rear wheel control unit, the slave controller of the left rear wheel control unit, and the slave controller of the right front wheel control unit form the second control group. In this case, the master controller of the left rear wheel control unit corresponds to the first control control, and the slave controller of the left rear wheel control unit corresponds to the second control control. Furthermore, the slave controller of the right rear wheel control unit corresponds to the third control control, and the master controller of the right rear wheel control unit corresponds to the fourth control control.

[0087] With such a configuration, even if the power supply from one of the first power source 11 and the second power source 12 to the braking system is interrupted, the braking force can be generated on the three wheels. Furthermore, the braking force can be generated on the two rear wheels RL, RR even if the power supply from the first power source 11 among the first power source 11 and the second power source 12 is stopped, or even if the power supply from the second power source 12 is stopped. • The electric motor controlled by the control unit equipped with both the master controller and the slave controller cannot be a double-winding motor. In this case, the circuit for switching the control to control the driver between the master controller and the slave controller can be provided on the control unit. With this configuration, when the operation of one of the master controller and the slave controller is stopped, the circuit is activated to activate the driver through the other controller, and the electric motor can be driven. • A brake system 1000 can also be used as a brake system, as in Fig. 8 shown.

[0088] A description will be given of a brake controller 400 of the brake system 1000 with reference to Fig. 8. The brake controller 400 includes a left front wheel control unit 41A1, a right front wheel control unit 41B1, the left rear wheel control unit 41C, and the right rear wheel control unit 41D. The left front wheel control unit 41A1 has a master controller 50A1 and a master controller 50A2. The plurality of master controllers 50A1 and 50A2 each have the first driver 51 and the master microcomputer 52. Of the two lines of the electric motor 23 in the left front wheel electric brake 20A, the first driver 51 of the master controller 50A1 is electrically connected to the first line, and the first driver 51 of the master controller 50A2 is electrically connected to the second line.

[0089] The right front wheel control unit 41B1 has a slave controller 60B1 and a slave controller 60B2. These two slave controllers 60B1 and 60B2 each have the second driver 61 and the slave microcomputer 62. Of the two lines of the electric motor 23 in the right front wheel electric brake 20B, the second driver 61 of the slave controller 60B1 is electrically connected to the first line, and the second driver 61 of the slave controller 60B2 is electrically connected to the second line.

[0090] In the brake controller 400, the master controller 50A1 and the slave controller 60B1 are divided into the first control group, and the master controller 50A2 and the slave controller 60B2 are divided into the second control group. In this case, the master controller 50A1 of the first control group corresponds to the "first regulation control," and the master controller 50A2 of the second control group corresponds to the "second regulation control." Furthermore, the slave controller 60B1 of the first control group corresponds to the "third regulation control," and the slave controller 60B2 of the second control group corresponds to the "fourth regulation control." Therefore, in the brake system 1000, even if the power supply from the first power source 11 or even if the power supply from the second power source 12 is interrupted, the braking force can be generated on the three wheels.

[0091] In addition, as further information from the Fig. 8 different configurations, the control unit of the left rear wheel has a master controller, the control unit of the right rear wheel has a master controller, the control unit of the left front wheel has a first slave controller and a second slave controller, and the control unit of the right front wheel has a first slave controller and a second slave controller. Furthermore, in a braking system 1000 with this configuration, the braking force can be generated on the three wheels even if the power supply from the first power source 11 or even from the second power source 12 is interrupted. In this configuration, since the master controllers are arranged in a rear portion of the vehicle, it is possible to reduce the occurrence of an event in which both master controllers fail due to an impact on a front portion of the vehicle and to use the common units.

[0092] Likewise, one of the master controllers can be arranged in the control unit for the front wheels and the control unit for the rear wheels. With this arrangement, it is possible to reduce the occurrence of an event in which both the master controllers fail due to an impact on the front section of the vehicle and an impact on the rear section of the vehicle. • Only when the master controller 50B cannot calculate the commanded braking force, the master controller 50A can calculate the commanded braking force FbB of the right front wheel FR and the commanded braking force FbC of the left rear wheel RL. A case where the master controller 50B cannot calculate the commanded braking force includes a case where the power supply to the master controller 50B is interrupted and a case where an abnormality such as the failure of the master controller 50B occurs.

[0093] Likewise, the master controller 50B can only calculate the commanded braking force FbA of the left front wheel FL and the commanded braking force FbD of the right rear wheel RR when the master controller 50A cannot calculate the commanded braking force. A case where the master controller 50A cannot calculate the commanded braking force includes a case where the power supply to the master controller 50A is interrupted and a case where an abnormality such as the failure of the master controller 50A occurs. • When the braking system 100 is normal, each of the control units of the left rear wheel 41C and the right rear wheel 41D may activate the second driver 61 based on the commanded braking force calculated by the master controller 50A. Alternatively, each of the control units of the left rear wheel 41C and the right rear wheel 41D may activate the second driver 61 based on the commanded braking force calculated by the master controller 50B. • The electric actuator may be an actuator other than the electric motor as long as the electric brake can generate the braking force on the wheel by controlling the electric actuator. • The electric brake must not exceed the Fig.1, as long as the brake can generate braking force corresponding to a drive amount of the electric actuator on the wheel. For example, the electric brake may be a wet electric brake that has the electric motor as a power source and includes an electric cylinder. Furthermore, for example, among a plurality of electric brakes, the dry electric brake may be adopted as one or more of the electric brakes, and the wet electric brake may be adopted as the rest of the electric brakes. • In the above embodiment, the description was made for the case where the vehicle has four wheels. However, the number of wheels is not limited to four. For example, if the number of wheels is six, two additional wheels may each be provided with a brake unit in which a control unit having the same configuration as the rear-wheel control unit and an electric brake having the same configuration as the rear-wheel electric brake are integrated. At this time, power is preferably supplied to the brake units of the additional two wheels from mutually different power sources. With such a configuration, the braking forces on the four of the six wheels can be guaranteed even if one of the power sources fails. • The microcomputer may be configured as one or more processors, each operated according to a computer program, one or more dedicated hardware circuits, such as dedicated hardware, that perform at least some of the various types of processing, or circuitry that includes a combination thereof. An example of the dedicated hardware may be an ASIC, which is an application-specific integrated circuit. The processor includes a CPU and memory such as RAM and ROM, and the memory stores program code or an instruction configured to cause the CPU to perform the processing. Memory, or storage medium, includes any available medium accessible by a general-purpose or dedicated computer.

[0094] The term "at least one" as used in this Regulation means "one or more" of the desired options. By way of example, the term "at least one" as used in this Regulation means "only one option" or "both of two options" when the number of options is two. By way of further example, the term "at least one" as used in this Regulation means "only one option" or "any combination of two or more options" when the number of options is three or more. <Weitere technische Ideen>

[0095] Technical ideas emerging from the embodiment and the modified examples described above are described as supplementary notes.

[0096] [Supplementary Note 1] Preferably, the first electric actuator and the second electric actuator are controlled to generate the braking force on the left and right wheels of the vehicle, respectively.

[0097] [Supplementary Note 2] Preferably, the first electric actuator is an actuator controlled to generate the braking force on the first wheel, wherein the second electric actuator is an actuator that is controlled to generate the braking force on the second wheel, the third electric actuator is an actuator that is controlled to generate the braking force on the third wheel, the fourth electric actuator is an actuator that is controlled to generate the braking force on the fourth wheel, the first control controller is the first master controller, and the third control controller is the second master controller.

[0098] [Supplementary Note 3] Preferably, the braking force calculation section of the first master controller calculates the braking force to be generated at the first wheel by controlling the first electric actuator, and the braking force to be generated at the fourth wheel by controlling the fourth electric actuator.

[0099] [Supplementary Note 4] Preferably, the braking force calculation section of the second master controller calculates the braking force to be generated at the second wheel by controlling the second electric actuator, and the braking force to be generated at the third wheel by controlling the third electric actuator.

[0100] [Supplementary Note 5] Preferably, the second regulation controller is the third slave controller, and the fourth regulation controller is the first slave controller. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 6214730

[0003]

Claims

[1] A braking system applied to a vehicle having a first energy source and a second energy source different from the first energy source, the braking system comprising: a first electric actuator to a fourth electric actuator, each generating a braking force on a first wheel to a fourth wheel of the vehicle; a plurality of master controllers, each of which comprises a driver that adjusts the power supplied to one of the first electric actuator to the fourth electric actuator, a braking force calculation section that calculates the braking force to be generated at the first wheel to the fourth wheel by driving the first electric actuator to the fourth electric actuator, and a driver control section that activates the driver according to a calculation result of the braking force calculation section; and a plurality of slave controllers, each of which comprises a driver that adjusts the power supplied to one of the first electric actuator to the fourth electric actuator, and a driver control section that activates the driver according to the calculation result of the braking force calculation section of the master controller, wherein a first master controller of the plurality of master controllers and a first slave controller and a second slave controller of the plurality of slave controllers form a first control group which is not supplied with energy from the second energy source but is supplied with energy from the first energy source, a second master controller of the plurality of master controllers and a third slave controller and a fourth slave controller of the plurality of slave controllers form a second control group which is not supplied with energy from the first energy source but is supplied with energy from the second energy source, both a first regulating control of the first control group and a second regulating control of the second control group control the first electric actuator, both a third regulating control, which is different from the first regulating control, of the first control group and a fourth regulating control, which is different from the second regulating control, of the second control group control the second electric actuator, of the first control group, a control different from the first regulation control and the third regulation control controls the third electric actuator, and of the second control group, a controller different from the second regulation controller and the fourth regulation controller controls the fourth electric actuator. [2] Braking system according to claim 1, wherein the first electric actuator is a double-winding motor in which a line electrically connected to the driver of the first regulation control and a line electrically connected to the driver of the second regulation control are provided separately, and the second electric actuator is a double-winding motor in which a line electrically connected to the driver of the third regulating control and a line electrically connected to the driver of the fourth regulating control are separately provided. [3] A braking system according to claim 1 or 2, wherein at least one of the first master controller and / or the second master controller is / are combined with one of the first electric actuator to the fourth electric actuator.

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