Braking system, hydraulic device, and control method

Abstract

A braking system, a hydraulic device, and a control method are provided. The braking system includes a first hydraulic device (140), a second hydraulic device (150), a first control unit (110), a second control unit (120), a third control unit (130), and a mechanical actuation unit (160). In the braking system, the first hydraulic device (140) is configured to brake a first front wheel of the vehicle, the second hydraulic device (150) is configured to brake a second front wheel of the vehicle, and the mechanical actuation unit (160) is configured to brake a rear wheel of the vehicle. This effectively improves the braking efficiency of the vehicle. Since the first hydraulic device (140) and the second hydraulic device (150) are connected via hydraulic pipes, when the first control unit (110) fails, the second control unit (120) may control the first hydraulic device (140) to achieve redundant braking of the first front wheel of the vehicle to avoid yaw during braking of the vehicle. Also, the first hydraulic device (140) and the second hydraulic device (150) are highly integrated, which helps reduce the complexity of adding a redundant backup to the braking system and reduces the difficulty of installation and deployment on the vehicle.

Description

[Technical Field]

[0001] The present application relates to the field of braking technology and provides braking systems, hydraulic devices, and control methods. [Background technology]

[0002] The braking system is one of the most important systems in an intelligent transportation device, and is related to the life safety and property safety of the driver and passengers. For example, if an obstacle is in front of the intelligent transportation device and braking is required, if the braking system fails, the intelligent transportation device may not be able to brake in time and may collide with the obstacle, which will have a serious impact on the safety of the driver and passengers. Therefore, a safe and reliable braking system is very important for an intelligent transportation device.

[0003] To improve the safety and reliability of braking systems, it is usually necessary to add a redundant backup to the braking system. A redundant backup means that if the original braking function fails, braking can still be achieved in another manner. In some technical solutions, a set including a redundant pressure control unit and a corresponding electronic control unit is directly added to the braking system. If the original pressure control unit and electronic control unit fail, the braking system switches to the set including the redundant pressure control unit and electronic control unit to complete the redundant backup and achieve redundant braking of the braking system. However, this redundant backup method obviously significantly increases the number of components included in the braking system, further increasing the difficulty of vehicle installation and placement. This does not help reduce the complexity of braking system integration.

[0004] Therefore, how to reduce the complexity of adding redundant braking to a braking system and improve the integration of the braking system is a technical problem that needs to be urgently solved by those skilled in the art. Summary of the Invention [Means for solving the problem]

[0005] The present application provides a braking system, hydraulic device, and control method to reduce the complexity of adding redundant backup to a braking system and improve the integration of the braking system.

[0006] According to a first aspect, one embodiment of the present application provides a braking system, the braking system including a first hydraulic device, a second hydraulic device, a first control unit, a second control unit, a third control unit, and a mechanical actuation unit. The first hydraulic device and the second hydraulic device are connected via hydraulic pipes, the first hydraulic device is configured to brake a first front wheel of a vehicle, the second hydraulic device is configured to brake a second front wheel of the vehicle, and the mechanical actuation unit is configured to brake a rear wheel of the vehicle. The first control unit is configured to control the first hydraulic device, the second control unit is configured to control the second hydraulic device, and the third control unit is configured to control the mechanical actuation unit.

[0007] In the braking system provided in this embodiment of the present application, the first hydraulic device brakes the first front wheel of the vehicle, the second hydraulic device brakes the second front wheel of the vehicle, and the mechanical actuation unit brakes the rear wheels of the vehicle, thereby effectively improving the braking efficiency of the vehicle. The first hydraulic device and the second hydraulic device are connected via a hydraulic pipe. When the first control unit fails, the second control unit may control the first hydraulic device to brake the first front wheel of the vehicle to provide a redundant backup for the braking system. This effectively prevents yawing during braking of the vehicle and effectively improves the braking safety of the vehicle. The first hydraulic device and the second hydraulic device can be easily installed on the front axle of the vehicle, eliminating the need to install a new set including a pressure control unit and a corresponding electronic control unit, thereby effectively reducing the complexity of adding a redundant backup to the braking system. In addition, the integration between the first and second hydraulic units is high, which effectively improves the integration of the braking system. It can be seen that the above design can further improve the redundant braking capability of the braking system while saving costs and reducing the complexity of the overall vehicle layout. Furthermore, the first and second hydraulic units are connected via hydraulic pipes, which achieves wheel cylinder isolation.

[0008] In a possible implementation, the first hydraulic device and the second hydraulic device may be electro-hydraulic brakes (EHB), and the mechanical actuation unit may be an electro-mechanical brake (EMB).

[0009] In this embodiment of the present application, the first hydraulic device and the second hydraulic device are connected via hydraulic pipes in multiple implementations, including but not limited to the following ways:

[0010] Method 1: A first control valve in a first hydraulic device is connected to a second hydraulic device via a hydraulic pipe.

[0011] Method 2: The first hydraulic device is connected to the second control valve in the second hydraulic device via a hydraulic pipe.

[0012] In Methods 1 and 2, the first hydraulic device and the second hydraulic device can share one control valve, so the amount of components in the braking system can be further reduced and the complexity of the braking system can be reduced.

[0013] Method 3: A first control valve in a first hydraulic device is connected to a second control valve in a second hydraulic device via a hydraulic pipe.

[0014] In method 3, since a control valve is provided in each of the first hydraulic device and the second hydraulic device, it is simple and easy to realize control of the first hydraulic device by the first control unit and control of the second hydraulic device by the second control unit.

[0015] The first control valve and the second control valve may be electromagnetic normally open valves.

[0016] In a possible design, the first control unit controlling the first hydraulic device includes the first control unit controlling the first control valve to close, and / or the second control unit controlling the second hydraulic device includes the second control unit controlling the second control valve to close. In this design, one or both of the first control valve and the second control valve may be controlled to close such that the first hydraulic device brakes the first front wheel and the second hydraulic device brakes the second front wheel.

[0017] In a possible design, the second control unit is further configured to control the first hydraulic device and the second hydraulic device when the first control unit fails. In this design, the second control unit controls the first hydraulic device and the second hydraulic device to brake the first front wheel and the second front wheel when the first control unit fails, i.e., to realize redundant braking of the braking system, and effectively improve the safety and reliability of the braking system.

[0018] In one possible design, the first hydraulic device includes a third control valve. The third control valve includes a dual coil, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit. Controlling the first hydraulic device by the second control unit when the first control unit fails includes controlling the second control unit to close the third control valve when the first control unit fails. In this design, a third control valve including a dual coil is disposed in the first hydraulic device. One coil of the dual coil is connected to the first control unit and the other coil is connected to the second control unit. As a result, when the first control unit fails, the second control unit controls the third control valve to close to achieve redundant braking of the first front wheel. Similarly, the second hydraulic device may include a fourth control valve. The fourth control valve includes a dual coil, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit. When the second control unit fails, the first control unit may control the fourth control valve to close in order to provide redundant braking for the second front wheel.

[0019] In one possible design, the first control valve in the first hydraulic device includes a dual coil, one coil of which is connected to a first control unit and the other coil of which is connected to a second control unit. Controlling the first hydraulic device by the second control unit when the first control unit fails includes controlling the second control unit to close the first control valve when the first control unit fails. In this design, the first control valve includes a dual coil, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit. As a result, when the first control unit fails, the second control unit controls the first control valve to close to achieve redundant braking of the first front wheel. The first control valve is also a solenoid valve controlled by the first control unit when braking the first front wheel. In other words, both redundant braking and normal braking of the first front wheel may be achieved by controlling the first control valve, and a third control valve does not need to be provided in the first hydraulic device. This further reduces the number of components in the braking system, effectively reducing the complexity of the redundant backup of the braking system.

[0020] In a possible design, the first control unit may be further configured to identify the driver's braking intent and transmit the braking intent to the third control unit, and the third control unit controlling the mechanical actuation unit may include the third control unit receiving the braking intent from the first control unit and controlling the mechanical actuation unit in response to the braking intent. Alternatively, the second control unit may be further configured to identify the driver's braking intent and transmit the braking intent to the third control unit when the first control unit fails, and the third control unit controlling the mechanical actuation unit may include the third control unit receiving the braking intent from the second control unit and controlling the mechanical actuation unit in response to the braking intent. In this design, both the first control unit and the second control unit may identify the braking intent to achieve backup braking intent. For example, when the first control unit fails, the second control unit may obtain the braking intent and transmit the braking intent to the third control unit. In this manner, cases where the braking intent is not identified may be effectively reduced, and the safety of the braking system may be further improved.

[0021] In this embodiment of the present application, the first control unit identifies the driver's braking intent in multiple implementations, including but not limited to the following ways:

[0022] Method 1: A first control unit acquires a first sensor signal of a brake pedal in a braking system, and identifies a braking intent based on the first sensor signal.

[0023] In Scheme 1, the first control unit may identify braking intent based on the first sensor signal collected by the first control unit, resulting in high efficiency in identifying braking intent.

[0024] Method 2: The first control unit identifying the driver's braking intent includes the first control unit acquiring a first sensor signal of a brake pedal, receiving a second sensor signal, and identifying the braking intent based on the first sensor signal and the second sensor signal, where the second sensor signal is collected by the second control unit at a brake pedal in the braking system.

[0025] In Scheme 2, the first control unit identifies the driver's braking intention based on the first sensor signal collected by the first control unit and the second sensor signal collected by the second control unit. The first control unit can check the first sensor signal and the second sensor signal, so that the braking intention identified by the first control unit is accurate.

[0026] Optionally, the first sensor signal may be a digital signal of a brake pedal pressure sensor and the second sensor signal may be a voltage signal of the brake pedal pressure sensor.

[0027] In one possible design, the second control unit identifying the driver's braking intent when the first control unit fails includes the second control unit acquiring a second sensor signal of a brake pedal in the braking system when the first control unit fails and identifying the braking intent based on the second sensor signal. In this design, the second control unit may identify the braking intent based on the second sensor signal collected by the second control unit when the first control unit fails, such that the second control unit can easily identify the braking intent.

[0028] In a possible design, the third control unit includes a vehicle controller, and in this design, the third control unit reuses the vehicle controller (e.g., a Vehicle Identification Unit (VIU) or a Vehicle Domain Controller (VDC)) to reduce the amount of components in the braking system, reduce the complexity of the braking system, and effectively reduce development costs.

[0029] In a possible design, the third control unit and the mechanical actuation unit are integrated or independently arranged, and in this design, multiple implementation forms of the third control unit and the mechanical actuation unit are provided, so that the third control unit and the mechanical actuation unit can be flexibly realized.

[0030] In one possible design, the braking system further includes an oil can, a master cylinder module, a brake pedal, a push rod, and a pedal simulator. The brake pedal is connected to the master cylinder module via the push rod, one end of the master cylinder module is connected to the oil can via a hydraulic pipe, the other end of the master cylinder module is separately connected to a first hydraulic device and a second hydraulic device via hydraulic pipes, one end of the pedal simulator is connected to the oil can via a hydraulic pipe, and the other end of the pedal simulator is connected to the master cylinder module via a hydraulic pipe. The first hydraulic device or the second hydraulic device may be further configured to control the flow of oil in the master cylinder module into the pedal simulator. In this design, the first hydraulic device or the second hydraulic device may control the flow of oil in the master cylinder module into the pedal simulator, so that the driver's feeling when pressing the pedal for braking can be maintained unchanged, effectively improving the driver's driving experience.

[0031] In a possible design, the braking system further includes a pedal simulator. The pedal simulator is integrated into the first hydraulic device or the second hydraulic device, or the pedal simulator is arranged independently of the first hydraulic device and the second hydraulic device. This design provides multiple implementations for the pedal simulator in the braking system, so that the pedal simulator in the braking system can be flexibly realized.

[0032] In a possible design, the boosting method of the first hydraulic device controlled by the first control unit is the same as or different from the boosting method of the second hydraulic device controlled by the second control unit. In this design, the boosting methods of the first hydraulic device and the second hydraulic device can be the same or different, so that the braking system provided in this embodiment of the present application can meet the braking requirements in different scenarios.

[0033] In a possible design, the boosting method can be either one-way or two-way, allowing the first and second hydraulic devices to flexibly boost pressure. Bidirectional boosting can effectively improve the boost rate, braking rate, and reliability of the braking system.

[0034] According to a second aspect, an embodiment of the present application further provides a hydraulic device. The hydraulic device includes a booster, the booster including a first interface, a second interface, a third interface, and a fourth interface. The first interface is configured to connect the booster to a wheel cylinder, the second interface is configured to connect the booster to a master cylinder, the third interface is configured to connect the booster to an oil can, and the fourth interface is configured to connect the booster to another hydraulic device. In this embodiment of the present application, the booster of the hydraulic device is provided with multiple interfaces, and the booster may be connected to hydraulic components in a braking system (e.g., a wheel cylinder, a master cylinder, or an oil can) and another hydraulic device via these interfaces. Since the hydraulic device is an integrated software, the hydraulic device is provided in the braking system, effectively improving the integration of the braking system and reducing the complexity of the braking system.

[0035] In one possible design, the booster includes a motor, an electric cylinder, a piston, a control valve MC-NO1, an electric cylinder normally-closed valve PNC1, and a booster valve ISO1. The booster valve ISO1 is connected to the control valve MC-NO1, one end of the electric cylinder normally-closed valve PNC1 is separately connected to the booster valve ISO1 and the control valve MC-NO1, and the other end of the electric cylinder normally-closed valve PNC1 is connected to the electric cylinder. The motor is connected to the electric cylinder, and the piston is disposed within the electric cylinder, and the motor is configured to control the piston to move within the electric cylinder. Correspondingly, the first interface configured to connect the booster to the wheel cylinder includes connecting the booster valve ISO to the wheel cylinder via the first interface. The second interface configured to connect the booster to the master cylinder includes connecting the control valve MC-NO1 to the master cylinder via the second interface. The third interface configured to connect the booster to the oil can includes connecting the electric cylinder to the oil can via the third interface. The fourth interface may be configured to connect the booster to another hydraulic device, such that the control valve MC-NO1 is connected to the other hydraulic device via the fourth interface. In this design, the booster includes a motor, an electric cylinder, a piston, a control valve MC-NO1, an electric cylinder normally closed valve PNC1, and a booster valve ISO1, and each booster is connected to a component in the braking system via a corresponding interface.

[0036] In one possible design, the booster includes a motor, an electric cylinder, a piston, a first control valve HCU-NO1, a third control valve MC-NO1, an electric cylinder normally-closed valve PNC1, and a booster valve ISO. The booster valve ISO1 is separately connected to the first control valve HCU-NO1 and the third control valve MC-NO1, and one end of the electric cylinder normally-closed valve PNC1 is separately connected to the booster valve ISO1, the first control valve HCU-NO1, and the third control valve MC-NO1, and the other end of the electric cylinder normally-closed valve PNC1 is connected to the electric cylinder. A motor is connected to the electric cylinder, and a piston is disposed within the electric cylinder, and the motor is configured to control the piston to move within the electric cylinder. Correspondingly, the first interface configured to connect the booster to the wheel cylinder includes connecting the booster valve ISO to the wheel cylinder via the first interface. The second interface configured to connect the booster to the master cylinder includes connecting the third control valve MC-NO1 to the master cylinder via the second interface. The third interface connecting the booster to the oil tank includes connecting the electric cylinder to the oil tank via the third interface. The fourth interface connecting the booster to another hydraulic device includes connecting the first control valve HCU-NO1 to the other hydraulic device via the fourth interface. In this design, the booster includes a motor, an electric cylinder, a piston, the first control valve HCU-NO1, the third control valve MC-NO1, the electric cylinder normally closed valve PNC1, and the booster valve ISO, and each booster is connected to a component in the braking system via a corresponding interface.

[0037] In one possible design, the hydraulic system further includes a brake circuit pressure sensor BCPS, a motor position sensor MPS, and a pressure reducing valve. The brake circuit pressure sensor BCPS is connected to the electric cylinder, the motor position sensor MPS is connected to the motor, and the pressure reducing valve is connected to the wheel cylinder. In this design, the brake circuit pressure sensor BCPS, the motor position sensor MPS, and the pressure reducing valve are arranged in the hydraulic system so that the hydraulic system can achieve pressure boost operation during braking.

[0038] According to a third aspect, an embodiment of the present application further provides a vehicle comprising a braking system according to the first aspect or any one of the possible designs of the first aspect, or comprising a hydraulic device according to the second aspect or any one of the possible designs of the second aspect.

[0039] According to a fourth aspect, an embodiment of the present application further provides a control method applied to a braking system. The braking system includes a first hydraulic device, a second hydraulic device, a first control unit, and a second control unit. The first hydraulic device and the second hydraulic device are connected via a hydraulic pipe, and the first hydraulic device is configured to brake a first front wheel of a vehicle, and the second hydraulic device is configured to brake a second front wheel of the vehicle. The method includes, when the first control unit fails, controlling the first hydraulic device and the second hydraulic device by the second control unit to complete braking operations on the first front wheel and the second front wheel.

[0040] In the method, when the first control unit fails, the second control unit may control the first hydraulic device and the second hydraulic device to complete braking operations for the first front wheel and the second front wheel, thereby realizing redundant braking of the first front wheel and effectively improving braking safety of the vehicle.

[0041] In a possible design, the connection of the first hydraulic device and the second hydraulic device via hydraulic pipes includes a first control valve HCU-NO1 in the first hydraulic device being connected to a second control valve HCU-NO2 in the second hydraulic device via a hydraulic pipe.

[0042] In a possible design, the first hydraulic device includes a first control valve HCU-NO1 and the second hydraulic device includes a second control valve HCU-NO2. Connecting the first hydraulic device and the second hydraulic device via hydraulic pipes includes connecting the first control valve HCU-NO1 in the first hydraulic device to the second control valve HCU-NO2 in the second hydraulic device via hydraulic pipes.

[0043] In one possible design, the first control valve in the first hydraulic device includes a dual coil, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit, and the second control unit controlling the first hydraulic device and the second hydraulic device includes the second control unit controlling the first control valve and the second control valve to close.

[0044] In one possible design, the first hydraulic device further includes a third control valve MC-NO1. The third control valve includes a dual coil, one coil of which is connected to the first control unit and the other coil of which is connected to the second control unit. Controlling the first hydraulic device and the second hydraulic device by the second control unit includes controlling the third control valve and the second control valve HCU-NO2 to close.

[0045] In a possible design, the braking system further includes a third control unit and a mechanical actuation unit, the third control unit configured to control the mechanical actuation unit, and the mechanical actuation unit configured to brake rear wheels of the vehicle. The method includes the first control unit identifying a driver's braking intent and sending the braking intent to the third control unit, or, when the first control unit fails, the second control unit identifying a driver's braking intent and sending the braking intent to the third control unit.

[0046] In one possible design, the first control unit controlling the first hydraulic device to complete a braking operation for the first front wheel includes the first control unit controlling the first control valve HCU-NO1 to close, controlling the motor in the first hydraulic device to rotate, and controlling the electric cylinder normally closed valve PNC1 in the first hydraulic device to open, to complete the braking operation for the first front wheel. The second control unit controlling the second hydraulic device includes the second control unit controlling the second control valve HCU-NO2 to close, controlling the motor in the second hydraulic device to rotate, and controlling the electric cylinder normally closed valve PNC2 in the second hydraulic device to open, to complete the braking operation for the second front wheel.

[0047] According to a fifth aspect, an embodiment of the present application provides a control device applied to a braking system. The braking system includes a first hydraulic device, a second hydraulic device, a first control unit, and a second control unit. The first hydraulic device and the second hydraulic device are connected via a hydraulic pipe, and the first hydraulic device is configured to brake a first front wheel of a vehicle, and the second hydraulic device is configured to brake a second front wheel of the vehicle.

[0048] For example, the apparatus includes a first processing module and a second processing module, the first processing module being configured to control a first hydraulic device via a second control unit to complete a braking operation on a first front wheel when the first control unit fails, and the first processing module being configured to control a second hydraulic device via the second control unit to complete a braking operation on a second front wheel when the first control unit fails.

[0049] In one possible design, the first control valve in the first hydraulic device includes a dual coil, one coil of which is connected to a first control unit and the other coil of which is connected to a second control unit, the first processing module being specifically configured to control the first control valve to close via the second control unit, and the second processing module being specifically configured to control the second control valve to close via the second control unit.

[0050] In one possible design, the first hydraulic device further includes a third control valve. The third control valve includes a dual coil, one coil of which is connected to a first control unit and the other coil of which is connected to a second control unit. The first processing module is specifically configured to control the third control valve to close via the second control unit, and the second processing module is specifically configured to control the second control valve to close via the second control unit.

[0051] In a possible design, the braking system further includes a third control unit and a mechanical actuation unit. The third control unit is configured to control the mechanical actuation unit, and the mechanical actuation unit is configured to brake rear wheels of the vehicle. The method further includes the first processing module being further configured to identify a driver's braking intent and send the braking intent to the third control unit via the first control unit, or the second processing module being further configured to identify a driver's braking intent and send the braking intent to the third control unit via the second control unit when the first control unit fails.

[0052] It will be appreciated that the first processing module and the second processing module may be integrated into one processor or may correspond separately to one or more processors.

[0053] According to a sixth aspect, an embodiment of the present application provides a control device including at least one processor, coupled to at least one memory, the at least one processor configured to execute computer programs or instructions stored in the at least one memory, such that the device implements a method according to the fourth aspect or any one of possible designs of the fourth aspect.

[0054] According to a seventh aspect, an embodiment of the present application provides a computer-readable storage medium storing a computer program or instructions that, when read and executed by a computer, enables the computer to perform a method according to the fourth aspect or any one of possible designs of the fourth aspect.

[0055] For details of the beneficial effects of the third to fifth aspects, please refer to the technical effects that can be achieved by the corresponding designs of the first and second aspects, and the details will not be described again here. [Brief explanation of the drawings]

[0056] [Figure 1] 1 is an exemplary diagram of a braking system structure according to an embodiment of the present application; [Figure 2] 1 is an exemplary diagram of a braking system mounted on a vehicle according to an embodiment of the present application; [Figure 3] FIG. 10 is an exemplary diagram of another braking system configuration according to an embodiment of the present application. [Figure 4] FIG. 10 is an exemplary diagram of another braking system configuration according to an embodiment of the present application. [Figure 5] FIG. 10 is an exemplary diagram of another braking system configuration according to an embodiment of the present application. [Figure 6] FIG. 10 is an exemplary diagram of another braking system configuration according to an embodiment of the present application. [Figure 7] FIG. 10 is an exemplary diagram of another braking system configuration according to an embodiment of the present application. [Figure 8] 1 is an exemplary diagram of a bidirectional boost configuration of a braking system according to an embodiment of the present application; [Figure 9] FIG. 10 is an exemplary diagram of another braking system configuration according to an embodiment of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0057] It should be noted that the terms "system" and "network" may be used interchangeably in the embodiments of this application. "Multiple" refers to two or more than two. "And / or" describes an association relationship between associated objects and indicates that three relationships may exist. For example, A and / or B may represent A alone, A and B together, and B alone, where A and B may be singular or plural. "One or more of the following items (moieties)" or similar expressions refer to any combination of these items and include any combination of a singular item (moiety) or multiple items (moieties). For example, one or more of a, b, or c may refer to a, b, c, a and b, a and c, b and c, or a, b, and c, where a, b, and c may be singular or plural.

[0058] Furthermore, unless otherwise specified, ordinal numbers such as "first" and "second" referred to in the embodiments of the present application are used to distinguish between multiple objects, but are not used to limit the priority or importance of the multiple objects. For example, a first electronic control unit and a second electronic control unit are used only to distinguish between different electronic control units, and do not indicate different priorities or importance of these electronic control units.

[0059] Braking functions in embodiments of the present application may include, but are not limited to, one or more of the following functions:

[0060] Basic braking function (BBF): BBF is applicable to OneBox braking systems, which integrate all braking functions into a single mechanical assembly. In these braking systems, the vacuum booster is removed and a movable piston cylinder is used for pressurization to respond to the driver's braking intention.

[0061] Anti-lock brake system (ABS): Usually, when a vehicle is braked in an emergency or on a snowy road, the vehicle's wheels are prone to locking. As a result, the vehicle's braking distance increases and the vehicle may even lose its steering target. To achieve the anti-lock function, the ABS can appropriately reduce the braking force on the wheels that are prone to locking based on the lock status of the wheels.

[0062] Traction control system (TCS): Usually, when a vehicle is driving on snowy roads or when the vehicle's wheels are caught in muddy roads, the wheels will slip. As a result, the vehicle cannot run normally. To ensure the vehicle runs normally, the TCS can appropriately reduce the driving force based on the wheel slip status or apply braking force to the slipping wheels to alleviate the wheel slip.

[0063] Electronic stability control system (ESC): ESC, also known as electronic stability program (ESP), receives vehicle information collected by sensors, determines the instability status of the vehicle based on the vehicle information, and when it determines that the vehicle is prone to instability, it may obtain a yawing moment to stabilize the vehicle and apply braking force to a single wheel or several wheels to stabilize the vehicle.

[0064] Autonomous emergency braking (AEB): AEB can detect the distance between the vehicle and the vehicle or an obstacle ahead during the vehicle's travel, and compare the detected distance with a warning distance and a safety distance (the warning distance is greater than the safety distance). If the detected distance is less than the warning distance, a warning prompt is provided. If the detected distance is less than the safety distance, the vehicle is automatically braked. In this way, by using AEB, driving safety can be ensured through automatic braking even if the driver does not press the brake pedal in a timely manner.

[0065] Adaptive cruise control (ACC): ACC is a system that adds functions to a vehicle that cruises at a specified speed to maintain an appropriate distance from the vehicle ahead. It typically has functions such as constant speed cruise, adaptive cruise, curve cruise, driving mode selection, smart carving, and intelligent speed limit. Furthermore, the vehicle speed may be controlled by using the braking system and drive system to achieve the above functions.

[0066] Value added function (VAF): VAF is a collective term for braking functions other than the aforementioned braking functions. Its main functions include responding to ADS / ADAS control requests, providing control interfaces such as ABP, AEB, APA, AWB, CDD Stop&Go, and VLC to meet ADS / ADAS control requirements for vehicle driving and braking, and providing functions such as AVH, BDW, HAZ, HBA, HDC, HFC, HRB, and HSA to ensure driver comfort and safety, applicable to operating conditions such as inclines, downhill slopes, long-term braking, and brake disc overheating.

[0067] Currently, common types of braking systems include electrohydraulic brake (EHB) systems, electromechanical brake (EMB) systems, and hybrid braking systems combining EHB and EMB. Although EHBs can brake all four wheels of a vehicle, their boost rate during braking is insufficient, resulting in insufficient redundancy. For example, if the main control unit in an EHB fails, the redundant unit in the EHB can only perform basic braking and ABS functions, but cannot perform VAF functions. EHBs can brake all four wheels of a vehicle. However, it is difficult to install an EMB on the front axle rim of a vehicle, resulting in high installation costs. In addition, four motors are required for EMBs to brake all four wheels, which consumes high power. The currently mainstream 12V battery system in vehicles cannot meet the motor power consumption requirements and needs to be replaced with a 48V battery system. Furthermore, the power supply circuits of other controllers in the vehicle need to be adjusted.

[0068] In conclusion, how to reduce the complexity of adding redundant braking to the braking system, further reduce the difficulty of vehicle installation and placement, and improve the safety of the braking system are technical problems that need to be urgently solved by those skilled in the art.

[0069] In consideration of this, the present application provides a braking system, a hydraulic device, and a control method. In the braking system, a first hydraulic device brakes a first front wheel of a vehicle, a second hydraulic device brakes a second front wheel of the vehicle, and a mechanical actuation unit brakes a rear wheel of the vehicle, thereby effectively improving the braking efficiency of the vehicle. The first hydraulic device and the second hydraulic device are connected via a hydraulic pipe. When the first control unit fails, the second control unit may control the first hydraulic device to brake the first front wheel of the vehicle to provide a redundant backup for the braking system. This effectively prevents yawing during braking of the vehicle and effectively improves the braking safety of the vehicle. Because the first hydraulic device and the second hydraulic device can be easily installed on the front axle of the vehicle and there is no need to install a new set including a pressure control unit and a corresponding electronic control unit, the complexity of adding a redundant backup to the braking system is effectively reduced, thereby reducing the difficulty of vehicle installation and deployment. In addition, the integration between the first hydraulic device and the second hydraulic device is high, which can effectively improve the integration of the braking system.

[0070] It should be understood that the first hydraulic device and the second hydraulic device may be brake actuators (e.g., boosters) in the EHB, and the first control unit and the second control unit may be ECUs in the EHB. The mechanical operating unit may be a brake actuator (e.g., a motor) in the EMB, and the third control unit may be an ECU in the EMB. In other words, the braking system provided in the embodiments of the present application may be a hybrid braking system of the EHB and the EMB, in which the EHB is disposed on the front axle of the vehicle and the EMB is disposed on the rear axle of the vehicle. In this way, compared with a technical solution in which the EMB is disposed on the front axle of the vehicle, the braking system provided in the embodiments of the present application can effectively reduce the difficulty of vehicle installation and placement and effectively reduce the power consumption of the braking system. Furthermore, compared with the technical solution in which the EHB is disposed on the rear axle of the vehicle, the braking system provided in the embodiments of the present application can shorten the boost time of the braking system from 150 ms to 90 ms, and can shorten the braking distance of 100 kilometers by 1 m to 2 m. As a result, the braking system provided in the embodiments of the present application is applicable to vehicles with an autonomous driving level of L4 (i.e., fully autonomous driving supported) or above.

[0071] It will be understood that the braking system provided in the embodiments of the present application may be applied to a terminal device having braking capability. The terminal device may be an intelligent transportation device, including but not limited to a vehicle, a ship, an aircraft, an unmanned aerial vehicle, a train, a truck, a lorry, etc. In a specific application scenario, the braking system may be applied to the Internet of Vehicles, such as vehicle-to-everything (V2X), long-term evolution-vehicle (LTE-V), and vehicle-to-vehicle (V2V), and is particularly applicable to autonomous driving vehicles, assisted driving vehicles, etc.

[0072] The following describes a specific implementation of the braking system provided in the embodiments of the present application.

[0073] 1 is an exemplary diagram of a braking system according to an embodiment of the present application. As shown in FIG. 1, in this example, the braking system includes a first control unit 110, a second control unit 120, a third control unit 130, a first hydraulic brake device 140, a second hydraulic brake device 150, and a mechanical actuation unit 160. The first hydraulic device 140 and the second hydraulic device 150 are connected via hydraulic pipes, where the first hydraulic device 140 is configured to brake a first front wheel of the vehicle, the second hydraulic device 150 is configured to brake a second front wheel of the vehicle, and the mechanical actuation unit 160 is configured to brake a rear wheel of the vehicle. The first control unit 110 is connected to the first hydraulic device 140, so that the first control unit 110 can realize braking of the first front wheel of the vehicle by controlling the first hydraulic device 140. The second control unit 120 is connected to the second hydraulic device 150, so that the second control unit 120 can realize braking of the second front wheel of the vehicle by controlling the second hydraulic device 150. The third control unit 130 is connected to the mechanical actuation unit 160, so that the third control unit 130 can realize braking of the second front wheel of the vehicle by controlling the mechanical actuation unit 160.

[0074] In the braking system 600 provided in this embodiment of the present application, the first hydraulic device 140 brakes the first front wheel of the vehicle, the second hydraulic device 150 brakes the second front wheel of the vehicle, and the mechanical actuation unit 160 brakes the rear wheels of the vehicle, thereby effectively improving the braking efficiency of the vehicle. Furthermore, the first hydraulic device 140 and the second hydraulic device 150 are connected via hydraulic pipes. Therefore, when the first control unit 110 fails, the second control unit 120 can alternatively control the first hydraulic device 140 to brake the first front wheel and the second hydraulic device 150 to brake the second front wheel. In other words, redundant braking of the braking system is realized, thereby effectively avoiding yawing during braking of the vehicle and effectively improving the safety and reliability of the braking system. Additionally, in this embodiment of the present application, the first hydraulic device 140 and the second hydraulic device 150 are integrated, resulting in high integration. By disposing the first hydraulic device 140 and the second hydraulic device 150 in the braking system, the integration of the braking system can be effectively improved. Additionally, because the first hydraulic device 140 and the second hydraulic device 150 can be easily disposed on the front axle of the vehicle, and there is no need to additionally dispose a new set including a pressure control unit and a corresponding electronic control unit, the complexity of adding a redundant backup to the braking system can be effectively reduced, thereby reducing the difficulty of vehicle installation and placement.

[0075] 2 is a diagram of the mounting locations of components of a braking system in a vehicle according to some embodiments of the present application. As shown in FIG. 2, in the braking system provided in this embodiment of the present application, the first control unit 110 and the second control unit 120 may be disposed in the front axle brake module 101, the first hydraulic device 140 may be disposed in the front axle brake module 103-1, the second hydraulic device 150 may be disposed in the front axle brake module 103-2, and the first hydraulic device 140 and the second hydraulic device 150 may be connected via a hydraulic pipe 104. The third control unit 130 may be disposed in the rear axle brake module 103-3, and the mechanical operating unit in the braking system may be disposed in the rear axle brake module 103-4.

[0076] A vehicle is used as an example. Please continue to refer to FIG. 1 . The vehicle is assumed to have four braking wheels. The first front wheel is a left front wheel (LFW) (i.e., the wheel corresponding to FL shown in FIG. 1 ), the second front wheel is a right front wheel (RFW) (i.e., the wheel corresponding to FR shown in FIG. 1 ), and the rear wheels are a left rear wheel (LRW) (i.e., the wheel corresponding to RL shown in FIG. 1 ) and a right rear wheel (RRW) (i.e., the wheel corresponding to RR shown in FIG. 1 ). Correspondingly, the first hydraulic device 140 is connected to the wheel corresponding to FL via a hydraulic pipe, so that the first control unit 110 can realize braking of the FL wheel of the vehicle by controlling the first hydraulic device 140. The second hydraulic device 150 is connected to the wheel corresponding to FR via a hydraulic pipe, so that the second control unit 120 can realize braking of the FR wheel of the vehicle by controlling the second hydraulic device 150. Since the mechanical actuation unit 160 is connected to the wheels corresponding to RL and the wheels corresponding to RR, the third control unit 130 can realize braking of the RL wheels and RR wheels of the vehicle by controlling the mechanical actuation unit 160.

[0077] 1 , the braking system further includes an oil can 170, a master cylinder 180, a push rod 190, a brake pedal 200, and a pedal simulator 210. The brake pedal 200 is connected to the master cylinder 180 via the push rod 190, one end of the master cylinder 180 is connected to the oil can 170 via a hydraulic pipe, the other end of the master cylinder 180 is separately connected to the first hydraulic device 140 and the second hydraulic device 150 via hydraulic pipes, one end of the pedal simulator 210 is connected to the oil can 170 via a hydraulic pipe, and the other end of the pedal simulator 210 is connected to the master cylinder 180 via a hydraulic pipe. The first hydraulic device 140 or the second hydraulic device 150 is further configured to control the oil in the master cylinder 180 to flow into the pedal simulator 210. In this way, the first hydraulic device 140 or the second hydraulic device 150 can control the oil in the master cylinder 180 so that it flows smoothly into the pedal simulator when the driver presses the pedal, thereby maintaining the feeling that the driver is pressing the pedal for braking and ensuring comfort for the driver and consistency of pedal feel.

[0078] In this embodiment of the present application, the master cylinder 180 is also referred to as a master hydraulic brake valve. The master cylinder 180 may be arranged independently of the first hydraulic device 140 and the second hydraulic device 150 to flexibly control the oil in the master cylinder and facilitate maintenance and replacement of components in the braking system. Alternatively, the master cylinder 180 may be integrated into the first hydraulic device 140 or the second hydraulic device 150 to further improve system integration. In implementation, the master cylinder 180, the push rod 190, and the brake pedal 200 may be configured to realize a pedal feel for the driver. For example, the master cylinder 180 is generally a piston cylinder that stores oil flowing from the oil can 170. When the driver depresses the brake pedal 200, the force of the depression drives the push rod 190, pushing and moving the piston rod in the master cylinder 180, and the oil in the piston cylinder is pressed into the hydraulic pipe between the master cylinder 180 and the first hydraulic device 140, and then flows into the first hydraulic device 140. In this way, the force of the driver pressing the brake pedal 200 is converted into the power of the oil, and the driver maintains the feeling of pressing the brake pedal. Conversely, when the driver releases the force of the depression of the brake pedal 200, the brake pedal 200 drives and moves the push rod 190, resetting the piston rod in the master cylinder 180. In this way, the oil that was previously pressed into the hydraulic pipe between the master cylinder 180 and the first hydraulic device 140 and the oil that flowed into the first hydraulic device 140 return to the piston cylinder, maintaining the feeling of the driver releasing the brake by stopping the pedal. Similarly, when the driver depresses the brake pedal 200, the force of the depression drives the push rod 190, pushing and moving the piston rod in the master cylinder 180, and the oil in the piston cylinder is pressed into the hydraulic pipe between the master cylinder 180 and the second hydraulic device 150, and then flows into the second hydraulic device 150. In this way, the force of the driver's depression on the brake pedal 200 is converted into the power of the oil, and the driver maintains the feeling of depressing the brake pedal. Conversely, when the driver reduces the depression force on the brake pedal 200, the brake pedal 200 drives and moves the push rod 190, resetting the piston rod in the master cylinder 180.In this way, the oil previously pressed into the hydraulic pipe between the master cylinder 180 and the second hydraulic device 150 and the oil that has flowed into the second hydraulic device 150 return to the piston cylinder, maintaining the feeling that the driver releases the brake by stopping pressing the pedal.

[0079] In an embodiment of the present application, the pedal simulator 210 may be disposed independently of the first hydraulic device 140 and the second hydraulic device 150, such that the first hydraulic device 140 and the second hydraulic device 150 control the oil flowing into the pedal simulator 210. Alternatively, the pedal simulator 210 may be integrated into the first hydraulic device 140 or the second hydraulic device 150 to further improve system integration.

[0080] In the embodiment of the present application, the oil can 170 is a device configured to store oil. During braking, after being taken out of the oil can 170, the oil is applied to the FL wheels via the hydraulic pipe between the oil can 170 and the first hydraulic device 140 and the hydraulic pipe between the first hydraulic device 140 and the FL wheels, thereby realizing braking action for the FL wheels by applying pressure to the FL wheels. When braking is released, the oil previously applied to the FL wheels returns to the oil can 170 via the hydraulic pipe between the FL wheels and the first hydraulic device 140 and the hydraulic pipe between the first hydraulic device 140 and the oil can 170, thereby realizing oil recycling. Similarly, during braking, after being taken out of the oil can 170, the oil is supplied to the FR wheels via the hydraulic pipe between the oil can 170 and the second hydraulic device 150 and the hydraulic pipe between the second hydraulic device 150 and the FR wheels, thereby realizing braking action for the FR wheels by applying pressure to the FR wheels. When the brake is released, the oil previously applied to the FR wheels returns to the oil can 170 via a hydraulic pipe between the FR wheels and the second hydraulic device 150 and a hydraulic pipe between the second hydraulic device 150 and the oil can 170, thereby realizing oil recycling.

[0081] In the embodiment of the present application, the first control unit 110, the second control unit 120, and the third control unit 130 may also be referred to as electronic control units (ECUs). In implementation, any one of the first control unit 110, the second control unit 120, and the third control unit 130 may be an independently developed ECU to facilitate control and management of the braking system. Alternatively, any one of the first control unit 110, the second control unit 120, and the third control unit 130 may reuse a vehicle controller (e.g., a vehicle identification unit (VIU) or a vehicle domain controller (VDC)) to further reduce the amount of components in the braking system, reduce the complexity of the braking system, and reduce development costs. The first control unit 110, the second control unit 120, and the third control unit 130 may communicate with each other using CANFD technology or CAN technology. That is, the first control unit 110, the second control unit 120, and the third control unit 130 may all be connected via a CAN bus. When braking needs to be controlled, for example, the first control unit 110 may send a braking intent control command to the CAN bus. In this case, the second control unit 120 and the third control unit 130 can both obtain the control command from the CAN bus, and then the second control unit 120 and the third control unit 130 execute the control command.

[0082] In the embodiments of the present application, there are many solutions that can realize switching to the second control unit 120 when the first control unit 110 fails. Examples are as follows:

[0083] In a possible solution, the first control unit 110 and the second control unit 120 may communicate with each other by using local internet (LIN) technology, Flexray network technology, controller area network (CAN) technology, etc. The first control unit 110 may send a heartbeat message to the second control unit 120 based on a preset period, and a timer may be provided in the second control unit 120, and the duration of the timer is the duration of one preset period. In implementation, each time the second control unit 120 receives a heartbeat message sent by the first control unit 110, the second control unit 120 may start or restart the timer. When the timer expires, if the second control unit 120 does not receive another heartbeat message sent by the redundant ECU 121, it means that the first control unit 110 is abnormal. In this case, the second control unit 120 may determine that the braking of the first control unit 110 has failed, and then the second control unit 120 may switch to an enabled state, i.e., may control the braking of the first hydraulic device 140 based on a driver's depression command or a command from an autonomous driving system or an assisted driving system. Conversely, if the second control unit 120 receives another heartbeat message sent by the first control unit 110 before the timer expires, it means that the first control unit 110 is normal, and the first control unit 110 can still achieve the braking function. Therefore, the second control unit 120 may not switch states, i.e., may remain in an disabled state.

[0084] In another possible solution, the first control unit 110 and the second control unit 120 may communicate with each other by using LIN technology, Flexray network technology, CAN technology, etc. In addition, a detection circuit may be disposed in the first control unit 110, the detection circuit including a detection resistor disposed on a circuit connecting the first control unit 110 to the connected braking actuator. When the first control unit 110 drives and operates the braking actuator, the first control unit 110 may further acquire a current value flowing through the detection resistor (for example, by using a current detector). If the current value does not match the current value of the component in an operating state, this means that the braking of the first control unit 110 is abnormal. In this case, the first control unit 110 may send an enable command to the second control unit 120, and the second control unit 120 may switch to an enabled state based on the enable command. Conversely, if the current value matches the current value of the component in the working state, it means that the braking of the first control unit 110 is normal, and the first control unit 110 may continue braking, and the second control unit 120 may remain disabled.

[0085] For example, in this solution, the current value of the sensing resistor matching the current value of the component in the activated state may mean that the difference between the current value of the sensing resistor and the current value of the component in the activated state is equal to or less than a predetermined difference threshold. The current value of the sensing resistor not matching the current value of the component in the activated state may mean that the difference between the current value of the sensing resistor and the current value of the component in the activated state is greater than the predetermined difference threshold. The current value of the component in the activated state and the predetermined difference threshold may be obtained through experimental verification or by those skilled in the art based on experience. This is not specifically limited. In a possible empirical method, if the component is a normally-open solenoid valve, the component is disconnected when powered on and connected when powered off. In other words, the current value of the component in the activated state is a current value that must be a value corresponding to a high level. Based on this, when the first control unit 110 powers on the component, the current value on the line between the first control unit 110 and the component is a current value that must be a value corresponding to a high level. However, if the current value flowing through the detection resistor disposed on the line is a current value corresponding to a low level, it indicates that an error has occurred in the control process of the component. Therefore, the first control unit 110 may send an enable command to the second control unit 120. Similarly, if the component is a normally-closed solenoid valve, when the component is powered on, the current value on the line between the first control unit 110 and the component should be a current value corresponding to a low level. However, if the current value flowing through the detection resistor disposed on the line is a current value corresponding to a high level, it indicates that an error has occurred in the control process of the component. Therefore, the first control unit 110 may also send an enable command to the second control unit 120.

[0086] In a possible solution, a central controller may be further disposed outside the braking system, and the central controller may communicate with the first control unit 110, the second control unit 120, the third control unit 130, and various sensors (e.g., pedal travel sensors and pressure sensors) in the braking system by using LIN technology, Flexray mesh technology, CAN technology, etc. In realization, when determining to brake the vehicle based on a driver's depression command or a command from an autonomous driving system or an assisted driving system, the central controller may send a braking command to the first control unit 110, the second control unit 120, and the third control unit 130, and brake the vehicle by using the first control unit 110, the second control unit 120, and the third control unit 130. In addition, in the braking process of the first control unit 110, the second control unit 120, and the third control unit 130, the central controller may further collect sensor data reported by each sensor in the vehicle and detect the driving status of the vehicle based on the sensor data. If it is found that the vehicle's running status does not match the braking command sent by the central controller to the first control unit 110, it indicates that the first control unit 110 has failed. In this case, the central controller may resend a braking command to the second control unit 120 to brake the front wheels by using the second control unit 120. Then, the central controller may always brake the front wheels by using the second control unit 120 until it receives a notification message indicating that the first control unit 110 has performed a self-check and recovery, or after detecting that the braking system has been restarted, the central controller may revert to the default first control unit 110 to brake the front wheels.

[0087] The central controller may be an integrated circuit chip and have signal processing capabilities. For example, the central controller may be a general-purpose processor, a field programmable gate array (FPGA), an application-specific integrated circuit (ASIC), a system on a chip (SoC), a network processor (NP), a digital signal processor (DSP), a microcontroller unit (MCU), a programmable logic device (PLD), another programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, or another integrated chip. The central controller may include an element or circuit having processing capabilities, such as a central processor unit (CPU), a neural-network processing unit (NPU), or a graphics processing unit (GPU). In another example, the central controller may include, but is not limited to, an application processor (AP), a modem processor, an image signal processor (ISP), a video codec, a digital signal processor (DSP), a baseband processor, etc.

[0088] In the first two of the three possible solutions, braking switching can be completed directly through interaction between the first control unit 110 and the second control unit 120, without the need for central controller transfer. This helps improve the efficiency of redundant braking. In the third solution, the central controller can uniformly manage the enabled or disabled state of each control unit, which helps improve the standardization of control management for the first state.

[0089] In some possible embodiments, two or three of the first control unit 110, the second control unit 120, and the third control unit 130 may be integrated into one controller. For example, the first control unit 110 and the second control unit 120 are integrated into the same controller. In another example, the first control unit 110 and the third control unit 130 are integrated into one controller. In another example, both the second control unit 120 and the third control unit 130 are integrated into one controller. In another example, the first control unit 110, the second control unit 120, and the third control unit 130 are all integrated into one controller.

[0090] In this embodiment of the present application, the first hydraulic device 140 is a brake actuator configured to realize braking of the first front wheel and / or the second front wheel, the second hydraulic device 150 is a brake actuator configured to realize braking of the first front wheel and / or the second front wheel, and the mechanical actuation unit 160 is a brake actuator configured to realize braking of the rear wheels. The first hydraulic device 140 or the second hydraulic device 150 includes a booster and multiple hydraulic pipes. The multiple hydraulic pipes may connect hydraulic components in the braking system (e.g., the front rear wheels, the front front wheels, the master cylinder 180, and the oil can 170) to another hydraulic device.

[0091] 3 , the first hydraulic device 140 includes a booster 1, which includes an interface A1, an interface A2, an interface A3, and an interface A4. The booster 1 is connected to the front wheel via interface A1, the booster 1 is connected to the master cylinder 180 via interface A2, the booster 1 is connected to the oil can 170 via interface A3, and the booster 1 is connected to the second hydraulic device 150 via interface A4. Similarly, the second hydraulic device 150 includes a booster 2, which includes an interface B1, an interface B2, an interface B3, and an interface B4. The booster 2 is connected to the front wheel via interface B1, the booster 2 is connected to the master cylinder 180 via interface B2, the booster 2 is connected to the oil can 170 via interface B3, and the booster 2 is connected to the first hydraulic device 140 via interface B4. It will be understood that the interfaces and components may be connected via hydraulic pipes, which may be disposed in the first hydraulic device 140 or the second hydraulic device 150, or may be configured for different interface mechanisms, which is not specifically limited in the embodiments of the present application.

[0092] Possible structures of the first hydraulic device 140 and the second hydraulic device 150 will now be described with reference to specific accompanying drawings.

[0093] In Figures 4 to 7, EHB-ECU1 is used as an example of the first control unit 110, EHB-ECU2 is used as an example of the second control unit 120, and EMB-ECU is used as an example of the third control unit 130.

[0094] 4, the booster valve ISO1 in the first hydraulic device 140 includes a motor M1, an electric cylinder 1, a piston 1, a control valve MC-NO1, an electric cylinder normally closed valve PNC1, and a booster valve ISO1. The booster valve ISO1 is connected to the control valve MC-NO1, one end of the electric cylinder normally closed valve PNC1 is separately connected to the booster valve ISO1 and the control valve MC-NO1, and the other end of the electric cylinder normally closed valve PNC1 is connected to the electric cylinder. The motor M1 is connected to the electric cylinder 1, and the piston 1 is disposed within the electric cylinder 1, so that the motor M1 can control the piston 1 to move within the electric cylinder 1. Correspondingly, the booster valve ISO1 is connected to the wheel cylinder via an interface A1, the control valve MC-NO1 is connected to the master cylinder via an interface A2, the electric cylinder 1 is connected to the oil can 170 via an interface A3, and the control valve MC-NO1 is connected to the second hydraulic device 150 via an interface A4. The booster 2 in the second hydraulic device 150 includes a motor M2, an electric cylinder 2, a piston 2, a control valve MC-NO2, an electric cylinder normally-closed valve PNC2, and a booster valve ISO2. The booster valve ISO2 is connected to the control valve MC-NO2, and one end of the electric cylinder normally-closed valve PNC2 is separately connected to the booster valve ISO2 and the control valve MC-NO2, with the other end of the electric cylinder normally-closed valve PNC2 connected to the electric cylinder. The motor M2 is connected to the electric cylinder 2, and the piston 2 is disposed within the electric cylinder 2. Therefore, the motor M2 can control the piston 2 to move within the electric cylinder 2. Correspondingly, the booster valve ISO2 is connected to the wheel cylinder via interface B1, the control valve MC-NO2 is connected to the master cylinder via interface B2, the electric cylinder 2 is connected to the oil can 170 via interface B3, and the control valve MC-NO2 is connected to the first hydraulic device 140 via interface B4.

[0095] It will be understood that the control valves MC-NO1 and MC-NO2 are normally open valves. Correspondingly, the braking process of the FL wheels in implementation form 1 includes the EHB-ECU1 controlling the control valve MC-NO1 to close, the electric cylinder normally closed valve PNC1 to open, and the motor M1 to rotate, thereby moving the piston 1 and pressing the oil in the electric cylinder 1 to flow into the FL wheels via the electric cylinder normally closed valve PNC1 and the booster valve ISO1, thereby realizing braking of the FL wheels. The braking process of the FR wheels in implementation form 1 includes the EHB-ECU2 controlling the control valve MC-NO2 to close, the electric cylinder normally closed valve PNC2 to open, and the motor M2 to rotate, thereby moving the piston 2 and pressing the oil in the electric cylinder 2 to flow into the FR wheels via the electric cylinder normally closed valve PNC2 and the booster valve ISO2, thereby realizing braking of the FR wheels.

[0096] Furthermore, in a possible implementation, the control valve MC-NO1 includes a dual coil, one of which is connected to the EHB-ECU1 and the other of which is connected to the EHB-ECU2. Therefore, when the EHB-ECU1 fails, the EHB-ECU2 may control the control valve MC-NO1 to close. In this way, when the EHB-ECU1 fails, the oil in the electric cylinder 1 may still flow to the front-wheel brake wheels, thereby realizing redundant braking of the front-wheel brake wheels. Similarly, the control valve MC-NO2 includes a dual coil, one of which is connected to the EHB-ECU1 and the other of which is connected to the EHB-ECU2. In this way, when the EHB-ECU2 fails, the EHB-ECU1 may control the control valve MC-NO2 to close, thereby realizing redundant braking of the front-wheel brake wheels. This effectively improves the reliability of the braking system.

[0097] 5 , the booster 1 in the first hydraulic device 140 includes a motor M1, an electric cylinder 1, a piston 1, a first control valve HCU-NO1, a third control valve MC-NO1, an electric cylinder normally closed valve PNC1, and a booster valve ISO1. The booster valve ISO1 is separately connected to the first control valve HCU-NO1 and the third control valve MC-NO1, one end of the electric cylinder normally closed valve PNC1 is separately connected to the booster valve ISO, the first control valve HCU-NO1, and the third control valve MC-NO1, and the other end of the electric cylinder normally closed valve PNC1 is connected to the electric cylinder 1. The motor 1 is connected to the electric cylinder 1, the piston 1 is disposed in the electric cylinder 1, and the motor 1 is configured to control the piston 1 to move within the electric cylinder 1. Correspondingly, booster valve ISO1 is connected to the wheel cylinder via interface A1, third control valve MC-NO1 is connected to the master cylinder via interface A2, electric cylinder 1 is connected to oil can 170 via interface A3, and first control valve HCU-NO1 is connected to second hydraulic device 150 via interface A4. Similarly, booster 2 in second hydraulic device 250 includes motor 2, electric cylinder 2, piston 2, second control valve HCU-NO2, fourth control valve MC-NO2, electric cylinder normally closed valve PNC2, and booster valve ISO2. Booster valve ISO2 is separately connected to second control valve HCU-NO2 and fourth control valve MC-NO2, and one end of electric cylinder normally closed valve PNC2 is separately connected to booster valve ISO, second control valve HCU-NO2, and fourth control valve MC-NO2, while the other end of electric cylinder normally closed valve PNC2 is connected to electric cylinder 2. The motor 2 is connected to the electric cylinder 2, the piston 2 is disposed in the electric cylinder 2, and the motor 2 is configured to control the piston 2 to move within the electric cylinder 2. Correspondingly, the booster valve ISO2 is connected to the wheel cylinder via an interface B2, the fourth control valve MC-NO2 is connected to the master cylinder via an interface B2, the electric cylinder 2 is connected to the oil can 170 via an interface B3, and the second control valve HCU-NO2 is connected to the second hydraulic device 150 via an interface B4.

[0098] It will be understood that the first control valve HCU-NO1 and the second control valve HCU-NO2 are normally-open valves. Correspondingly, the braking process of the FL wheels in Implementation 2 includes the EHB-ECU1 controlling the first control valve HCU-NO1 to close, the electric cylinder normally-closed valve PNC1 to open, and the motor M1 to rotate, thereby moving the piston 1 and pushing the oil in the electric cylinder 1 to flow into the FL wheels via the electric cylinder normally-closed valve PNC1 and the booster valve ISO1, thereby realizing braking of the FL wheels. The braking process of the FR wheels in Implementation 2 includes the EHB-ECU2 controlling the second control valve HCU-NO2 to close, the electric cylinder normally-closed valve PNC2 to open, and the motor M2 to rotate, thereby moving the piston 2 and pushing the oil in the electric cylinder 2 to flow into the FR wheels via the electric cylinder normally-closed valve PNC2 and the booster valve ISO2, thereby realizing braking of the FR wheels.

[0099] Furthermore, in a possible implementation, the control valve MC-NO1 includes a dual coil, one of which is connected to the EHB-ECU1 and the other of which is connected to the EHB-ECU2. Therefore, when the EHB-ECU1 fails, the EHB-ECU2 may control the control valve MC-NO1 to close. In this way, when the EHB-ECU1 fails, the oil in the electric cylinder 1 may still flow to the front-wheel brake wheels, thereby realizing redundant braking of the front-wheel brake wheels. Similarly, the control valve MC-NO2 includes a dual coil, one of which is connected to the EHB-ECU1 and the other of which is connected to the EHB-ECU2. In this way, when the EHB-ECU2 fails, the EHB-ECU1 may control the control valve MC-NO2 to close, thereby realizing redundant braking of the front-wheel brake wheels. This effectively improves the reliability of the braking system.

[0100] From Implementation 2, it can be seen that to realize the connection between the first hydraulic device 140 and the second hydraulic device 150, the first hydraulic device 140 includes a first control valve HCU-NO1, the second hydraulic device 150 includes a second control valve HCU-NO2, and the first control valve HCU-NO1 is connected to the second control valve HCU-NO2 through a hydraulic pipe. In this way, the control of the first hydraulic device 140 and the second hydraulic device 150 is simplified. In this embodiment of the present application, there are other possible implementations of the connection between the first hydraulic device 140 and the second hydraulic device 150, including, but not limited to, the following ways:

[0101] Method 1: As shown in FIG. 6 , the first hydraulic device 140 includes a first control valve HCU-NO1, and the first control valve HCU-NO1 is connected to the second hydraulic device 150 through a hydraulic pipe to realize the connection between the first hydraulic device 140 and the second hydraulic device 150.

[0102] Method 2: As shown in FIG. 7 , the second hydraulic device 150 includes a second control valve HCU-NO2, and the first hydraulic device 140 is connected to the second control valve HCU-NO2 through a hydraulic pipe to realize the connection between the first hydraulic device 140 and the second hydraulic device 150.

[0103] In Method 1 and Method 2, the first hydraulic device 140 and the second hydraulic device 150 can share one control valve, so the amount of components in the braking system can be further reduced and the complexity of the braking system can be reduced.

[0104] As shown in FIGS. 4 to 7, the first hydraulic device 140 further includes a brake circuit pressure sensor BCPS1, a motor position sensor (MPS) 1, and a pressure-reducing valve Dump_FL. The brake circuit pressure sensor BCPS1 is connected to the electric cylinder 1, the motor position sensor MPS1 is connected to the motor 1, and the pressure-reducing valve Dump_FL is connected to the wheel cylinder. The second hydraulic device 150 further includes a brake circuit pressure sensor BCPS2, a motor position sensor MPS2, and a pressure-reducing valve Dump_FL. The brake circuit pressure sensor BCPS2 is connected to the electric cylinder 2, the motor position sensor MPS2 is connected to the motor 2, and the pressure-reducing valve Dump_FL is connected to the wheel cylinder. In this way, the first hydraulic device 140 and the second hydraulic device 150 can achieve a pressure-boosting operation during the braking process.

[0105] It should be noted that in the embodiment of the present application, the boosting method of the first hydraulic device 140 controlled by the EHB-ECU1 may be the same as or different from the boosting method of the second hydraulic device 150 controlled by the EHB-ECU2. In this way, the braking system provided in the embodiment of the present application can meet the braking requirements in different scenarios. The boosting method includes unidirectional boosting or bidirectional boosting.

[0106] Embodiment 1: Please continue to refer to Figures 4 to 7. Since the electric cylinder 1 of the first hydraulic device 140 and the electric cylinder 2 of the second hydraulic device 150 are both one-way moving piston cylinders, in Figures 4 to 7, the pressure boosting method of the first hydraulic device 140 and the pressure boosting method of the second hydraulic device 150 are both one-way pressure boosting methods. In one-way pressure boosting, the control loops of EHB-ECU1 and EHB-ECU2 are simple.

[0107] Example 2: See FIG. 8. The electric cylinder 1 of the first hydraulic device 140 and the electric cylinder 2 of the second hydraulic device 150 are both bidirectional piston cylinders. In one embodiment, oil in the oil can 170 flows into the right side of the piston 1 in the electric cylinder 1 through a hydraulic pipe. In another embodiment, oil in the oil can 170 flows into the left side of the piston 1 in the electric cylinder 1 through a hydraulic pipe. Therefore, based on the motor position information collected by the motor position sensor MPS1, the EHB-ECU1 may control the motor M1 to rotate so that the piston 1 in the electric cylinder 1 moves left or right, and oil can be continuously added to the FL wheels. This helps to achieve continuous bidirectional boosting of the FL wheels and effectively improves the boosting speed of the FL wheels. Similarly, in one embodiment, oil in the oil can 170 flows through a hydraulic pipe to the right side of the piston 2 in the electric cylinder 2. In another embodiment, oil in the oil can 170 flows through a hydraulic pipe to the left side of the piston 2 in the electric cylinder 2. Therefore, based on the motor position information collected by the motor position sensor MPS2, the EHB-ECU2 may control the motor M2 to rotate so that the piston 2 in the electric cylinder 2 moves left or right, and oil can be continuously added to the front-wheel drive wheels. This helps to achieve continuous bidirectional boosting of the front-wheel drive wheels, effectively improving the boosting speed of the front-wheel drive wheels. In this way, bidirectional boosting effectively improves the boost rate, the braking rate, and the reliability of the braking system.

[0108] In an embodiment of the present application, to further improve the reliability of the braking system, both the first control unit 110 and the second control unit 120 can recognize the driver's braking intent, i.e., realize a braking intent backup. In a possible implementation, the first control unit 110 may further identify the driver's braking intent and transmit the braking intent to the third control unit 130. Correspondingly, the third control unit 130 receives the braking intent and controls the mechanical actuation unit 160 in response to the braking intent. Alternatively, when the first control unit 110 fails, the second control unit 120 may recognize the driver's braking intent and transmit the braking intent to the third control unit 130. Correspondingly, the third control unit 130 receives the braking intent from the second control unit 120 and controls the mechanical actuation unit 160 in response to the braking intent. In this way, when the first control unit 110 fails, the second control unit 120 may obtain the braking intent. This effectively reduces the cases where braking intent is not identified, further improving the safety of the braking system.

[0109] The first control unit 110 identifies the driver's braking intent in multiple implementations, including but not limited to the following ways:

[0110] Method 1: The first control unit 110 acquires a first sensor signal of the brake pedal 200 in the braking system, and identifies a braking intent based on the first sensor signal. In this way, the first control unit 110 may identify a braking intent based on the first sensor signal collected by the first control unit 110, resulting in high efficiency in identifying a braking intent.

[0111] Method 2: The first control unit 110 acquires a first sensor signal of the brake pedal 200, receives a second sensor signal, and identifies a braking intent based on the first sensor signal and the second sensor signal. The second sensor signal is collected by the second control unit 120 at the brake pedal 200 in the braking system. In this way, the first control unit 110 identifies the driver's braking intent based on the first sensor signal collected by the first control unit 110 and the second sensor signal collected by the second control unit 120. Because the first control unit 110 can check the first sensor signal and the second sensor signal, the braking intent identified by the first control unit 110 is accurate.

[0112] Optionally, the first sensor signal may be a digital signal (e.g., a PTS-SENT signal) of the pressure sensor of the brake pedal 200, and the second sensor signal may be a voltage signal (e.g., a PTS-PWM signal) of the pressure sensor of the brake pedal 200.

[0113] In a possible implementation, when the first control unit 110 fails, the second control unit 120 may acquire a second sensor signal of the brake pedal 200 in the braking system and identify a braking intent based on the second sensor signal. In this way, when the first control unit 110 fails, the second control unit 120 may identify a braking intent based on the second sensor signal collected by the second control unit 120, so that the second control unit can easily identify a braking intent.

[0114] Example 1: Please continue to refer to FIGS. 4 to 8. EHB-ECU1 is used as an example of the first control unit 110, EHB-ECU2 is used as an example of the second control unit 120, and EMB-ECU is used as an example of the third control unit 130. The EHB-ECU1 may collect a PTS-SENT signal and determine the driver's braking intention based on the PTS-SENT signal. The EHB-ECU1 controls the first hydraulic device 140 to brake the front-wheel-front (FL) wheels based on the braking intention. The EHB-ECU1 transmits the braking intention to the EHB-ECU2, and the EHB-ECU2 controls the second hydraulic device 150 to brake the front-wheel-rear (FR) wheels based on the braking intention. The EHB-ECU1 also transmits the braking intention to the EMB-ECU, and the EMB-ECU controls the mechanical actuation unit 160 to brake the rear-wheel-rear and rear-wheel-rear wheels.

[0115] Embodiment 2: Please continue to refer to FIGS. 4 to 8. EHB-ECU1 is used as an example of the first control unit 110, EHB-ECU2 is used as an example of the second control unit 120, and EMB-ECU is used as an example of the third control unit 130. EHB-ECU1 collects a PTS-SENT signal, EHB-ECU2 collects a PTS-PWM signal, and EHB-ECU2 transmits the PTS-PWM signal to EHB-ECU1. Furthermore, EHB-ECU1 determines the driver's braking intention based on the PTS-SENT signal and the PTS-PWM signal, and controls the first hydraulic device 140 to brake the front-wheel-front wheels based on the braking intention. EHB-ECU1 transmits the braking intention to EHB-ECU2, and EHB-ECU2 controls the second hydraulic device 150 to brake the front-wheel-rear wheels based on the braking intention. The EHB-ECU1 also sends a braking intent to the EMB-ECU, which controls the mechanical actuation unit 160 to achieve braking of the RR and RL wheels. In this example, the EHB-ECU1 may check the PTS-SENT and PTS-PWM signals to ensure that the determined braking intent is accurate.

[0116] Example 3: Please continue to refer to FIGS. 4 to 8. EHB-ECU1 is used as an example of the first control unit 110, EHB-ECU2 is used as an example of the second control unit 120, and EMB-ECU is used as an example of the third control unit 130. When EHB-ECU1 fails, EHB-ECU2 collects the PTS-PWM signal. The EHB-ECU2 determines the driver's braking intention based on the PTS-PWM signal, and controls the first hydraulic device 140 to brake the front-wheel-front (FL) wheels and the second hydraulic device 150 to brake the front-wheel-rear (FR) wheels based on the braking intention. The EHB-ECU2 also transmits the braking intention to the EMB-ECU, and the EMB-ECU controls the mechanical actuation unit 160 to brake the rear-wheel-rear (RR) wheels and the rear-wheel-rear (RL) wheels. In this example, when EHB-ECU1 fails, EHB-ECU2 can realize redundant braking of the FL wheels to effectively avoid yawing during vehicle braking and effectively improve the safety and reliability of vehicle braking.

[0117] In the embodiment of the present application, the mechanical actuation unit 160 and the third control unit 130 are independently arranged, so that the thermal load of the mechanical actuation unit 160 and the influence of road vibrations on the third control unit 130 can be reduced. Alternatively, to help further improve the integration of the braking system, the mechanical actuation unit 160 and the third control unit 130 may be integrated. The third control unit 130 may be one or more ECUs. This is not specifically limited in the embodiment of the present application.

[0118] 4 to 8 , an EMB-ECU is used as an example of the third control unit 130, and the mechanical actuation unit 160 includes a mechanical actuation unit A and a mechanical actuation unit B. That is, the mechanical actuation unit 160 and the third control unit 130 are independently arranged. The mechanical actuation unit A includes a motor position sensor MPS3, a brake pad pressure sensor 1 (BPPS), a brake caliper 1, and a permanent magnet synchronous motor PMSM1. Correspondingly, when the EMB-ECU receives a braking intent, the EMB-ECU may control the brake caliper 1 and the permanent magnet synchronous motor PMSM1 to realize braking of the RL wheels based on the position information of the permanent magnet synchronous motor PMSM acquired by the motor position sensor MPS3 and the pressure information of the permanent magnet synchronous motor PMSM1 acquired by the brake pad pressure sensor BPPS1. Furthermore, the mechanical actuation unit B includes a motor position sensor MPS4, a brake pad pressure sensor BPPS2, a brake caliper 2, and a permanent magnet synchronous motor PMSM2. Correspondingly, when the EMB-ECU receives a braking intent, the EMB-ECU may control the brake caliper 2 and the permanent magnet synchronous motor PMSM2 to realize braking of the right-left wheels based on the position information of the permanent magnet synchronous motor PMSM acquired by the motor position sensor MPS3 and the pressure information of the permanent magnet synchronous motor PMSM2 acquired by the brake pad pressure sensor BPPS2.

[0119] 9 , EMB-ECU1 and EMB-ECU2 are used as an example of the third control unit 130, and the mechanical actuation unit 160 includes a mechanical actuation unit A, a mechanical actuation unit B, EMB-ECU1, and EMB-ECU2. In other words, the mechanical actuation unit 160 and the third control unit 130 are integrated. The mechanical actuation unit A includes a motor position sensor MPS3, a brake pad pressure sensor BPPS1, a brake caliper 1, and a permanent magnet synchronous motor PMSM1. Correspondingly, when the EMB-ECU1 receives a braking intent, the EMB-ECU1 may control the brake caliper 1 and the permanent magnet synchronous motor PMSM1 to realize braking of the RL wheels based on the position information of the permanent magnet synchronous motor PMSM1 acquired by the motor position sensor MPS3 and the pressure information of the permanent magnet synchronous motor PMSM1 acquired by the brake pad pressure sensor BPPS1. Furthermore, the mechanical actuation unit B includes a motor position sensor MPS4, a brake pad pressure sensor BPPS2, a brake caliper 2, and a permanent magnet synchronous motor PMSM2. Correspondingly, when the EMB-ECU2 receives a braking intent, the EMB-ECU2 may control the brake caliper 2 and the permanent magnet synchronous motor PMSM2 to realize braking of the right-left wheels based on the position information of the permanent magnet synchronous motor PMSM2 acquired by the motor position sensor MPS3 and the pressure information of the permanent magnet synchronous motor PMSM2 acquired by the brake pad pressure sensor BPPS2.

[0120] According to the solution provided in the embodiments of the present application, the present application further provides a control method. The control method is applied to the above-mentioned braking system. The braking system includes a first hydraulic device, a second hydraulic device, a first control unit, and a second control unit. The first hydraulic device and the second hydraulic device are connected via a hydraulic pipe, and the first hydraulic device is configured to brake a first front wheel of the vehicle, and the second hydraulic device is configured to brake a second front wheel of the vehicle. The method includes, when the first control unit fails, the second control unit controls the first hydraulic device and the second hydraulic device to complete braking operations for the first front wheel and the second front wheel. In this way, redundant braking of the first front wheel can be realized, and the braking safety of the vehicle can be effectively improved.

[0121] Furthermore, the braking system further includes a third control unit and a mechanical actuation unit. The third control unit is configured to control the mechanical actuation unit, and the mechanical actuation unit is configured to brake rear wheels of the vehicle. The method includes the first control unit identifying a driver's braking intent and transmitting the braking intent to the third control unit, or, when the first control unit fails, the second control unit identifying a driver's braking intent and transmitting the braking intent to the third control unit.

[0122] For specific implementation procedures and detailed descriptions, please refer to the relevant control procedures of the first control unit 110, the second control unit 120, and the third control unit 130 in the above-mentioned embodiments, and the details will not be described again here.

[0123] According to the solution provided in the embodiments of the present application, the present application further provides a computer program product, which includes computer program code, which, when executed on a computer, enables the computer to implement a control method.

[0124] According to the solution provided in the embodiments of the present application, the present application further provides a computer-readable storage medium, which stores program code, which, when executed on a computer, enables the computer to implement the control method.

[0125] According to the solutions provided in the embodiments of the present application, the present application further provides a terminal device including the braking system shown in embodiment 1, the integrated device shown in embodiment 2, or the access control device shown in embodiment 3.

[0126] For example, the terminal device may be a smart home device (including, but not limited to, a television, a robot vacuum cleaner, a smart desk lamp, a sound system, a smart lighting system, an appliance control system, home background music, a home theater system, a door phone system, video surveillance, etc.), a smart transportation device (including, but not limited to, a vehicle, a ship, an unmanned aerial vehicle, a train, a truck, a lorry, etc.), a smart manufacturing device (including, but not limited to, a robot, an industrial device, smart logistics, a smart factory, etc.), a computing device (including, but not limited to, a desktop, a personal computer, a server, etc.), a portable electronic device (including, but not limited to, a mobile phone, a tablet, a palmtop computer, a headset, a speaker, a wearable device (e.g., a smart watch), an in-vehicle device, a virtual reality device, an augmented reality device, etc.).

[0127] As used herein, terms such as “component,” “module,” and “system” refer to computer-related entities, hardware, firmware, a combination of hardware and software, software, or software in execution. For example, a component may be, but is not limited to, a process running on a processor, a processor, an object, an executable file, a thread of execution, a program, and / or a computer. As shown in the figures, both a computing device and an application running on the computing device may be a component. One or more components may reside within a process and / or thread of execution, and components may be located on one computer and / or distributed between two or more computers. Additionally, these components may execute from various computer-readable media that store various data structures. For example, components may communicate using local and / or remote processes, based on signals, for example, having one or more data packets (e.g., data from two components interacting with another component in a local system, a distributed system, and / or over a network, e.g., the Internet, which interacts with other systems using signals).

[0128] Those skilled in the art may recognize that, in combination with the illustrative logical blocks described in the embodiments disclosed herein, the steps may be implemented by electronic hardware or a combination of computer software and electronic hardware. Whether a function is performed by hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art may implement the described functions using various methods for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0129] For the sake of convenience, those skilled in the art can clearly understand that the detailed operation processes of the aforementioned systems, devices and units may refer to the corresponding processes in the aforementioned method embodiments, and will not be described in detail here.

[0130] In some embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods may be implemented in other ways. For example, the described device embodiments are merely examples. For example, the division into units is merely a division of logical functions, and other divisions may be used in actual implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be omitted or not implemented. In addition, the shown or discussed mutual couplings or direct couplings or communication connections may be realized using some interfaces. Indirect couplings or communication connections between devices or units may be realized in electronic, mechanical, or other forms.

[0131] The units described as separate parts may or may not be physically separate, and the parts shown as units may or may not be physical units, and may be located in one place or distributed over multiple network units. Some or all of the units may be selected based on actual requirements to achieve the objectives of the solutions of the embodiments.

[0132] In addition, the functional units in the embodiments of the present application may be integrated into one processing unit, or each of the units may exist physically alone, or two or more units may be integrated into one unit.

[0133] When functions are realized in the form of software functional units and sold or used as independent products, the functions may be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the present application may essentially, or portions of the technical solutions or portions of the technical solutions may be implemented in the form of a software product. The computer software product includes several instructions stored in a storage medium and instructing a computer device (which may be a personal computer, a server, or a network device) to perform all or part of the steps of the methods described in the embodiments of the present application. The aforementioned storage medium includes any medium capable of storing program code, such as a USB flash drive, a removable hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0134] The above description is merely a specific implementation of the present application and is not intended to limit the scope of protection of the present application. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present application shall fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be subject to the scope of protection of the claims. [Explanation of symbols]

[0135] 101 Front axle braking module 103-1, 103-2 Front axle braking module 103-3, 103-4 Rear Axle Braking Module 104 Hydraulic Pipe 110 first control unit 120 second control unit 121 Redundant ECU 130 Third Control Unit 140 First hydraulic device, first hydraulic braking device 150 Second hydraulic device, second hydraulic braking device 160 Mechanical Actuation Unit 170 Oil Can 180 master cylinder 190 push rod 200 brake pedal 210 Pedal Simulator 250 Second hydraulic device 600 Braking System

Claims

1. A braking system comprising: a first hydraulic device, a second hydraulic device, a first control unit, a second control unit, a third control unit, and a mechanical actuation unit, wherein the first hydraulic device and the second hydraulic device are connected via hydraulic pipes, the first hydraulic device is configured to brake a first front wheel of a vehicle, the second hydraulic device is configured to brake a second front wheel of the vehicle, and the mechanical actuation unit is configured to brake a rear wheel of the vehicle; the first control unit is configured to control the first hydraulic device; the second control unit is configured to control the second hydraulic device; The third control unit is configured to control the mechanical actuation unit.

2. The first hydraulic device and the second hydraulic device are connected via a hydraulic pipe, a first control valve in the first hydraulic device is connected to the second hydraulic device via the hydraulic pipe; or the first hydraulic device is connected to a second control valve in the second hydraulic device via the hydraulic pipe; or a first control valve in the first hydraulic device is connected to a second control valve in the second hydraulic device via the hydraulic pipe; The braking system of claim 1 , comprising:

3. and / or wherein the first control unit controls the first hydraulic device by controlling the first control valve to close. The second control unit controlling the second hydraulic device includes controlling the second control valve to close.

3. The braking system of claim 2, comprising:

4. the second control unit is further configured to control the first hydraulic device and the second hydraulic device when the first control unit fails. A braking system according to any one of claims 1 to 3.

5. the first hydraulic device includes a third control valve, the third control valve includes a dual coil, one coil of the dual coil is connected to the first control unit, and the other coil of the dual coil is connected to the second control unit; The second control unit controls the first hydraulic device when the first control unit fails, When the first control unit fails, the second control unit controls the third control valve to close.

5. The braking system of claim 4, comprising:

6. the first control valve in the first hydraulic device includes a dual coil, one coil of the dual coil being connected to the first control unit and the other coil of the dual coil being connected to the second control unit; The second control unit controls the first hydraulic device when the first control unit fails, 5. The braking system of claim 4, further comprising: when the first control unit fails, the second control unit controls the first control valve to close.

7. the first control unit is further configured to identify a driver's braking intent and transmit the braking intent to the third control unit, and the third control unit controlling the mechanical actuation unit includes the third control unit receiving the braking intent from the first control unit and controlling the mechanical actuation unit in response to the braking intent; or the second control unit is further configured to identify a driver's braking intention and transmit the braking intention to the third control unit when the first control unit fails, and the third control unit controlling the mechanical actuation unit includes the third control unit receiving the braking intention from the second control unit and controlling the mechanical actuation unit in response to the braking intention. A braking system according to any one of claims 1 to 6.

8. The first control unit identifying the driver's braking intent includes the first control unit obtaining a first sensor signal of a brake pedal in the braking system and identifying the braking intent based on the first sensor signal; or The first control unit identifying the driver's braking intent includes the first control unit acquiring a first sensor signal of a brake pedal, receiving a second sensor signal, and identifying the braking intent based on the first sensor signal and the second sensor signal, the second sensor signal being collected by the second control unit at the brake pedal in the braking system.

8. The braking system of claim 7.

9. The second control unit identifies a driver's braking intention when the first control unit fails, and when the first control unit fails, the second control unit acquires a second sensor signal of a brake pedal in the braking system and identifies the braking intent based on the second sensor signal.

8. The braking system of claim 7.

10. A braking system according to any one of claims 1 to 9, wherein the third control unit comprises a controller of the vehicle.

11. 11. A braking system according to any one of claims 1 to 10, wherein the third control unit and the mechanical actuation unit are integrated or arranged independently.

12. the system further comprises an oil can, a master cylinder module, the brake pedal, a push rod, and a pedal simulator; the brake pedal is connected to the master cylinder module via the push rod, one end of the master cylinder module is connected to the oil can via a hydraulic pipe, the other end of the master cylinder module is connected to the first hydraulic device and the second hydraulic device separately via hydraulic pipes, one end of the pedal simulator is connected to the oil can via a hydraulic pipe, and the other end of the pedal simulator is connected to the master cylinder module via a hydraulic pipe; 12. The braking system of claim 1, wherein the first hydraulic device or the second hydraulic device is further configured to control oil in the master cylinder module to flow into the pedal simulator.

13. 13. The braking system of claim 1, further comprising a pedal simulator, wherein the pedal simulator is integrated into the first hydraulic device or the second hydraulic device, or the pedal simulator is arranged independently of the first hydraulic device and the second hydraulic device.

14. 14. The braking system according to claim 1, wherein a pressure boosting method of the first hydraulic device controlled by the first control unit is the same as or different from a pressure boosting method of the second hydraulic device controlled by the second control unit.

15. The braking system of claim 14 , wherein the boost strategy includes unidirectional boost or bidirectional boost.

16. A hydraulic device comprising a booster, the booster comprising a first interface, a second interface, a third interface, and a fourth interface; A hydraulic device, wherein the first interface is configured to connect the booster to a wheel cylinder, the second interface is configured to connect the booster to a master cylinder, the third interface is configured to connect the booster to an oil can, and the fourth interface is configured to connect the booster to another hydraulic device.

17. the booster comprises a motor, an electric cylinder, a piston, a control valve MC-NO1, an electric cylinder normally closed valve PNC1, and a booster valve ISO, the booster valve ISO is connected to the control valve MC-NO1, one end of the electric cylinder normally closed valve PNC1 is connected to the booster valve ISO and the control valve MC-NO1 separately, and the other end of the electric cylinder normally closed valve PNC1 is connected to the electric cylinder, the motor is connected to the electric cylinder, the piston is disposed in the electric cylinder, and the motor is configured to control the piston to move within the electric cylinder, The first interface being configured to connect the booster to a wheel cylinder includes the booster valve ISO being connected to the wheel cylinder via the first interface; The second interface being configured to connect the booster to a master cylinder includes the control valve MC-NO1 being connected to the master cylinder via the second interface; the third interface being configured to connect the booster to an oil can includes the electric cylinder being connected to the oil can via the third interface; 17. The hydraulic device of claim 16, wherein the fourth interface being configured to connect the booster to another hydraulic device includes the control valve MC-NO1 being connected to the other hydraulic device via the fourth interface.

18. The booster includes a motor, an electric cylinder, a piston, a first control valve HCU-NO1, a third control valve MC-NO1, an electric cylinder normally closed valve PNC1, and a booster valve ISO; the booster valve ISO is separately connected to the first control valve HCU-NO1 and the third control valve MC-NO1, one end of the electric cylinder normally closed valve PNC1 is separately connected to the booster valve ISO, the first control valve HCU-NO1, and the third control valve MC-NO1, the other end of the electric cylinder normally closed valve PNC1 is connected to the electric cylinder, the motor is connected to the electric cylinder, the piston is disposed in the electric cylinder, and the motor is configured to control the piston to move within the electric cylinder, The first interface being configured to connect the booster to a wheel cylinder includes the booster valve ISO being connected to the wheel cylinder via the first interface; the second interface being configured to connect the booster to a master cylinder includes the third control valve MC-NO1 being connected to the master cylinder via the second interface; the third interface being configured to connect the booster to an oil can includes the electric cylinder being connected to the oil can via the third interface; 17. The hydraulic system of claim 16, wherein the fourth interface being configured to connect the booster to another hydraulic system includes the first control valve HCU-NO1 being connected to the other hydraulic system via the fourth interface.

19. the hydraulic system further comprises a brake circuit pressure sensor BCPS, a motor position sensor MPS, and a pressure reducing valve; 19. A hydraulic system according to any one of claims 16 to 18, wherein the brake circuit pressure sensor BCPS is connected to the electric cylinder, the motor position sensor MPS is connected to the motor, and the pressure reducing valve is connected to the wheel cylinder.

20. A vehicle comprising a braking system according to any one of claims 1 to 15 or a hydraulic device according to any one of claims 16 to 19.

21. A control method applicable to a braking system, the braking system comprising: a first hydraulic device; a second hydraulic device; a first control unit; and a second control unit, the first control unit configured to control the first hydraulic device, the second control unit configured to control the second hydraulic device, the first hydraulic device and the second hydraulic device being connected via hydraulic pipes, the first hydraulic device being configured to brake a first front wheel of a vehicle, and the second hydraulic device being configured to brake a second front wheel of the vehicle; The method comprises: controlling, by the second control unit, the first hydraulic device and the second hydraulic device to complete braking operations on the first front wheel and the second front wheel when the first control unit fails; A method comprising:

22. The first hydraulic device and the second hydraulic device are connected via the hydraulic pipe, 22. The method of claim 21, including connecting a first control valve in the first hydraulic system to a second control valve in the second hydraulic system via the hydraulic pipe.

23. the first control valve in the first hydraulic device includes a dual coil, one coil of the dual coil being connected to the first control unit and the other coil of the dual coil being connected to the second control unit; The step of controlling the first hydraulic device and the second hydraulic device by the second control unit includes:

23. The method of claim 21 or 22, comprising controlling, by the second control unit, the first control valve and the second control valve in the second hydraulic device to close.

24. a third control valve in the first hydraulic device having a dual coil, one coil of the dual coil being connected to the first control unit and the other coil of the dual coil being connected to the second control unit; The step of controlling the first hydraulic device and the second hydraulic device by the second control unit includes:

23. The method of claim 21 or 22, comprising controlling, by the second control unit, the third control valve and the second control valve in the second hydraulic device to close.

25. the braking system further comprises a third control unit and a mechanical actuation unit, the third control unit configured to control the mechanical actuation unit, and the mechanical actuation unit configured to brake rear wheels of the vehicle; The method comprises: Identifying a driver's braking intention by the first control unit and transmitting said braking intention to the third control unit; or When the first control unit fails, the second control unit identifies a driver's braking intention and transmits the braking intention to the third control unit.

25. The method of any one of claims 21 to 24, further comprising:

26. 26. A control device comprising at least one processor, said at least one processor coupled to at least one memory, said at least one processor configured to execute computer programs or instructions stored in said at least one memory in order to enable said device to perform the method of any one of claims 21 to 25.

27. 26. A computer-readable storage medium storing a computer program or instructions, the computer-readable storage medium enabling the computer to perform the method of any one of claims 21 to 25 when the computer-readable storage medium stores a computer program or instructions and when the computer reads and executes the computer program or instructions.

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