Automotive braking systems

Abstract

The present invention relates to a braking system (3) for a motor vehicle, comprising a main braking circuit (5), an auxiliary electric braking circuit (7) configured to apply a parking brake, a first electronic control unit (9) for i) controlling the main braking circuit (5) to activate a first braking member (F1) and a second braking member (F2) and ii) controlling a first electric actuator (13) of the first braking member (F1) in the auxiliary electric braking circuit (7) and a second electronic control unit (11) for controlling a second electric actuator (15) of the second braking member (F2) in the auxiliary electric braking circuit (7). The present invention also relates to a motor vehicle comprising such a braking system (3) and to a method of controlling such a braking system (3).

Description

[[Technical Field]]

[0001] The present invention relates to the field of automobile braking. [[Background Art]]

[0002] In the prior art, a braking system for an automobile including, for example, a main hydraulic brake circuit, an auxiliary electric brake circuit, and a manual braking member is already known.

[0003] The main hydraulic brake circuit is controlled, for example, by an electric booster or an electronic control device also called "Electric Brake Booster" in English. This device enables amplification of hydraulic braking pressure by assisting the pressure to be applied during manual braking control by depressing a brake pedal, such as in the case of an automobile, or during automatic braking control sent from a central processing unit for driving management of the automobile. The hydraulic brake circuit controls hydraulic actuators of braking members such as hydraulic pistons.

[0004] The auxiliary electric brake circuit performs an Electric Parking Brake function in English, more preferably an Automatic Parking Brake function in English. This auxiliary electric brake circuit controls an electric actuator of a braking member.

[0005] Hydraulically and / or electrically actuated braking members are configured to brake the wheels of an automobile. Accordingly, each of the braking members includes, for example, a brake caliper provided with friction means such as a brake pad. The brake caliper drives the brake pad toward a braking element each coupled to a wheel of the automobile, such as a brake disc. For example, the electric parking brake function of the auxiliary electric brake circuit is activated or deactivated by pressing an activation button.

[0006] Manual braking components may take the form of a pedal and / or lever, for example, and act directly on the braking component as a handbrake via a brake cable. Additionally, manual braking components may exert an action on the vehicle's transmission to perform a parking brake function, such as the parking ratchet of an automatic transmission gear (an example of a parking brake known as a "parking pawl") or the engagement of a gear in a manual transmission.

[0007] Furthermore, the electronic control unit not only performs the vehicle's primary hydraulic braking function by being configured to control, for example, the hydraulic braking circuit, but also ensures several dynamic braking functions, such as the anti-lock function for wheels, also known as ABS (Antiblokiersystem in German), or the electronic stability control function for electronic trajectory control, also known as ESP (Electronic Stability Program in English) or ESC (Electronic Stability Control in English).

[0008] If the main hydraulic braking circuit fails, a manual braking component can provide emergency dynamic braking (also known as driving braking). Similarly, if the auxiliary electric braking circuit fails, a manual braking component can apply the emergency parking brake. Therefore, such manual braking components ensure redundancy in the braking system and enhance safety. However, some vehicles, such as autonomous vehicles, do not necessarily include such manual braking components. [Overview of the project] [Problems that the invention aims to solve]

[0009] The object of the present invention is to provide a braking system for automobiles that can automatically apply an emergency parking brake and even an emergency driving brake, regardless of the presence of a manual braking member, in the event of a braking system failure. [Means for solving the problem]

[0010] Therefore, the present invention is - Main braking circuit, - An auxiliary electric braking circuit configured to apply the parking brake, -A first electronic control unit, i) Control the main braking circuit in order to activate the first braking member and the second braking member. ii) A first electronic control device that controls the first electric actuator of the first braking member within the auxiliary electric braking circuit, - A second electronic control device that controls the second electric actuator of the second braking member within the auxiliary electric braking circuit, This includes braking systems for automobiles.

[0011] Therefore, if the auxiliary electrical circuit fails due to a malfunction of the first or second electronic control unit, such a braking system can ensure the electrical operation of the braking element. Consequently, it is not always necessary to provide a manual braking element, which is particularly advantageous in the case of autonomous vehicles. This is because the auxiliary electric braking circuit can ensure the parking brake even in the event of a malfunction of the first or second electronic control unit, and can even apply the emergency braking system in the event of a malfunction of the main braking circuit.

[0012] The proposed system is particularly advantageous because, for example, it eliminates the need for a parking ratchet-type manual braking component in an automatic transmission, thereby reducing the cost of the braking system.

[0013] According to any other features of the braking system selected individually or in combination: - The first electronic control unit controls the actuators of the main braking circuit, which in turn actuate the first and second braking members. For example, each of the braking members includes a brake caliper equipped with friction means such as brake pads. The brake caliper engages the brake pads toward a rotor, such as a brake disc, which is a braking element coupled to the wheel of the vehicle. For example, each actuator of the main braking circuit includes a hydraulic piston that drives the brake caliper.

[0014] - The braking system drives the first and second braking members via the actuator of the main braking circuit and the first and second electric actuators.

[0015] Each braking member includes friction means with a rotor, such as a braking element coupled to the wheel of an automobile, preferably the friction means is a brake pad and the braking element is a brake disc.

[0016] - The first electronic control unit converts the braking control into control values ​​for the actuator of the main braking circuit, the first electric actuator, and further into control values ​​for the second electric actuator.

[0017] - The control value is adapted to the actuator and selected from a group that includes electrical signals, hydraulic values, and pneumatic values.

[0018] - The second electronic control unit converts the braking control into electrical signals for the second electric actuator, and further, for the first electric actuator.

[0019] - Braking control can be either manually controlled by the driver or automatically controlled by the vehicle's central control unit. In the case of autonomous vehicles, automatic control is extremely advantageous.

[0020] - The first electronic control unit controls the main braking circuit to further actuate the third and fourth braking members.

[0021] - The first electronic control unit includes an electric motor that actsuates the master cylinder within the main braking circuit, and this electric motor is controlled by the first electronic control unit.

[0022] - The braking system is, A first switch having a main input connected to a first electronic control unit and an output connected to a first electric actuator of a first braking member, wherein the first switch includes an emergency input connected to a second electronic control unit and is configured to connect the second electronic control unit to the first electric actuator of the first braking member in the event of a failure of the first electronic control unit, - A second switch having a main input connected to a second electronic control unit and an output connected to a second electric actuator of a second braking member, wherein the second switch includes an emergency input connected to the first electronic control unit and is configured to connect the first electronic control unit to the second electric actuator of the second braking member in the event of a failure of the second electronic control unit, Includes.

[0023] Therefore, when the first electronic control device fails, the entire electric braking can be maintained by switching the first electric switch from the first electronic control device to the second electronic control device. When the second electronic control device fails, the entire electric braking can be maintained by switching the second electric switch from the second electronic control device to the first electronic control device. In this way, electric braking can be implemented particularly safely, and especially in the case of a parking brake, the vehicle can be held stationary when parked on a gradient of up to 30%. This is particularly achieved in that the parking brake is applied to at least two wheels of the motor vehicle by the combination of two electrically actuated braking members. This provides redundancy for the parking brake function and improves the safety of the motor vehicle with respect to the parking brake. During normal operation, the parking brake function is preferably performed automatically, and is activated immediately after the motor vehicle is switched off, or is activated when starting on a slope. Therefore, the braking system implements an automatic parking brake function. In this case, even if the first electronic control device or the second electronic control device fails, the automatic parking brake function can still be implemented optimally. This is because, for example, in this case, the dynamic braking management / stability control function continues to operate.

[0024] - The first switch and the second switch are formed in the same electronic component. Therefore, the number of individual components of the braking system can be reduced, and the system is compact and easy to assemble.

[0025] - The first switch and the second switch are arranged on separate electronic circuit boards. Therefore, a failure of one electronic circuit board does not affect the other electronic circuit board, thereby improving the reliability of the braking system.

[0026] - To selectively apply the parking brake and the emergency braking system, the first electronic control unit controls the first electric actuator, and the second electronic control unit controls the second electric actuator. Thus, the auxiliary electric braking circuit ensures the parking brake function and the emergency braking function is reliably applied. "Driving" preferably means the operation of a vehicle moving at a speed exceeding 6 km / h. The term "driving" here is contrasted with parking a vehicle, and further, with a vehicle attempting to stop spontaneously due to friction between the roadway and the vehicle's wheels. Thus, under normal operation, the auxiliary electric circuit exclusively applies the parking brake function, and if the main braking circuit fails, it applies the emergency braking function. This creates redundancy in the driving brake function, thereby increasing the safety of the vehicle with respect to braking while driving. Under normal operation, the parking brake function is preferably applied automatically, activating as soon as the vehicle's engine is stopped and the vehicle's switch is turned off, or in the case of a hill start.

[0027] Thus, the braking system preferably implements an automatic parking brake function when the vehicle speed is less than 6 km / h.

[0028] - The first braking member is configured to brake the first wheel of the vehicle, and the second braking member is configured to brake a second wheel different from the first wheel of the vehicle, and the first and second wheels are preferably the rear wheels of the vehicle. Therefore, braking, in particular the parking brake, is performed even if the braking system fails, for example if the first or second electronic braking device fails. Since braking is guaranteed on at least one wheel of the vehicle, the parking brake is also guaranteed even when it is necessary to park the vehicle on a slope of up to 8%, for example.

[0029] - The braking system includes a third braking member and a fourth braking member, which are actuated by a main braking circuit. These members are preferably configured to brake one wheel, namely the third and fourth wheels, respectively, which are the front wheels of the vehicle.

[0030] - The first and second electronic control units each include a signal processing unit indicating the rotational speed of the vehicle's wheels and a dynamic braking management / electronic stability control unit, respectively. Therefore, the first and second electronic control units can each perform the operation control function of the braking system and the dynamic braking management / stability control function. These functions are selected from a group that includes, for example, wheel lock prevention, electronic stability control function for electronic trajectory control, and automatic parking brake function.

[0031] - The braking system includes rotational speed sensors for each wheel of the vehicle. Therefore, signals indicating the rotational speed of the vehicle's wheels are sent from these sensors.

[0032] - The main braking circuit is a hydraulic braking circuit, including one hydraulic actuator for each braking member. Alternatively, the main braking circuit is an electric braking circuit, including one electric actuator for each braking member. These electric actuators are different from the first and second electric actuators. Alternatively, the main braking circuit is a pneumatic braking circuit, including one pneumatic actuator for each braking member.

[0033] - The braking system further includes a manual control device for the main braking circuit, and the first electronic control device is configured to assist the manual control device by supplying additional hydraulic pressure to the main braking circuit when the manual control device is activated by the driver's manual braking control. In this way, the braking system can easily achieve braking via manual control, for example, when the vehicle is not in automatic driving mode.

[0034] - Additional hydraulic pressure is supplied by an electric motor that actsuates the master cylinder within the main braking circuit, and the electric motor is controlled by a first electronic control unit. Thus, this configuration forms an electric brake booster, also known in English as an "electric brake booster."

[0035] - The manual control device includes a pedal or lever which preferably acts on the master cylinder within the main braking circuit.

[0036] - The braking system includes a data communication bus between the first electronic control unit and the second electronic control unit. This allows the first and second electronic control units to exchange data with each other and optimize braking.

[0037] - The data communication bus is a multiplexing system, preferably of the CAN type, and preferably has a data transmission rate of at least 500 kbit / second. This allows for easy and proper synchronization between the first electronic control unit and the second electronic control unit, and enables proper synchronization of braking.

[0038] - The braking system includes analog connection lines that connect the first and second electrical switches to the first and second electronic control units. In this way, the first and second electronic control units are connected to the first and second electrical switches. This allows the first and second electrical switches to be easily controlled when the first or second electronic control unit fails. Alternatively, the first and second electrical switches are connected to the first and second electronic control units by a data communication bus. Thus, the first and second electronic control units are connected to the first and second electrical switches. This allows the first or second electronic control unit to easily control the first and second electrical switches when the second or first electronic control unit fails.

[0039] - The second electronic control unit is configured to detect a failure in the first electronic control unit, and the first electronic control unit is configured to detect a failure in the second electronic control unit.

[0040] - The first and second electronic control units each include an electronic monitoring unit, which is configured to detect a failure in the main braking circuit, preferably based on a signal indicating the rotational speed of the vehicle's wheels.

[0041] - The first and second electronic control units are independent. Therefore, if one of these electronic control units fails, the other electronic control unit will not fail or malfunction.

[0042] - The second electronic control unit controls the auxiliary braking circuit exclusively. Therefore, the braking system is realized with an optimal design.

[0043] - The second electronic control unit does not control the main braking circuit. Therefore, the main braking circuit is not complicated, and as a result, the braking system is realized with an optimal design.

[0044] The present invention also applies to automobiles equipped with the braking system described above, preferably autonomous vehicles.

[0045] The present invention further relates to a control method for an automobile or a braking system as described above, and in the braking control step, -When a failure in the main braking circuit is detected, the first electronic control unit performs an emergency control step for the first electric actuator, and the second electronic control unit performs an emergency control step for the second electric actuator.

[0046] According to one of the optional features of this control method, - The fault detection step of the main braking circuit is performed by the first electronic control unit and / or the second electronic control unit.

[0047] The present invention further relates to the control method described above, or the automobile described above, or the braking system described above, and in the braking control step, -When a failure of the first electronic control unit is detected, the second electronic control unit executes an emergency control step for the first electric actuator. -When a failure is detected in the second electronic control unit, the first electronic control unit performs an emergency control step for the second electric actuator.

[0048] According to any other feature of this control method, selected individually or in combination, - The failure detection step of the first electronic control unit is performed by the second electronic control unit.

[0049] - The failure detection step of the second electronic control unit is performed by the first electronic control unit. [Brief explanation of the drawing]

[0050] The present invention will become even clearer when you read the following description, which is given primarily as an example, with reference to the accompanying drawings. [Figure 1] This is a schematic diagram of an automobile, including the braking system. [Figure 2] This is a schematic diagram of the braking system according to the first embodiment. [Figure 3] This is a partial schematic diagram of the braking system according to the first embodiment. [Figure 4] This is a schematic diagram of the braking system according to the second embodiment. [Figure 5] This is a schematic diagram of the braking system according to the third embodiment. [Figure 6] This is a schematic diagram of the braking system according to the fourth embodiment. [Figure 7] This figure shows a first embodiment of the control method. [Figure 8] This figure shows a second embodiment of the control method. [Modes for carrying out the invention]

[0051] In all figures, the same elements are given the same reference numeral.

[0052] The embodiments listed below in this detailed description are examples. While this detailed description refers to one or more embodiments, this does not mean that the features apply to only one embodiment. It is equally possible to provide other embodiments by combining and / or substituting several simple features of various embodiments.

[0053] In this description, several elements or components are referred to by names or expressions such as "first braking component" or "second braking component." In this case, these are names used to distinguish or name elements or components that are not the same. These names do not presuppose any priority or hierarchy of the elements (or components) to one another, and it is easily possible to substitute such names for one another without exceeding the scope of this description. These names also do not presuppose any chronological order for evaluating any criterion, for example.

[0054] Figure 1 schematically shows a vehicle 1, such as an autonomous vehicle, including a braking system 3 and four wheels R1, R2, R3, and R4. From the normal forward direction of movement of the vehicle 1, indicated by the arrows, the two wheels R1 and R2 are the rear wheels, and the two wheels R3 and R4 are the front wheels.

[0055] Figure 2 schematically shows a braking system 3 according to the first embodiment. The braking system 3 includes a main braking circuit 5 and an auxiliary electric braking circuit 7. The auxiliary electric braking circuit 7 is configured to apply the parking brake. The braking system 3 further includes a first electronic control unit 9 and a second electronic control unit 11. The first electronic control unit 9 and the second electronic control unit 11 are different components within the braking system 3. In other words, the first electronic control unit 9 and the second electronic control unit 11 are independent.

[0056] In this embodiment, the braking system 3 includes a first braking member F1, a second braking member F2, a third braking member F3, and a fourth braking member F4. The first braking member F1 is configured to brake the rear wheel R1, the second braking member F2 is configured to brake the rear wheel R2, the third braking member F3 is configured to brake the front wheel R3, and the fourth braking member F4 is configured to brake the front wheel R4. The first electronic control unit 9 controls the main braking circuit 5 to actuate the first braking member F1 and the second braking member F2. To this end, the first electronic control unit 9 controls the actuators 12 of the main braking circuit 5, and these actuators actuate the first braking member F1, the second braking member F2, the third braking member F3, and the fourth braking member F4. Each braking member F1-F4 includes a brake caliper equipped with friction means such as brake pads, and the brake caliper drives a braking element D, such as a brake disc, toward a rotor, which is coupled to the wheels R1-R4 of the automobile. In this embodiment, the braking system 3 is a hydraulic braking circuit and includes one hydraulic actuator 12 for each braking member F1-F4. For example, each actuator 12 in the main braking circuit 5 includes a hydraulic piston that drives the brake caliper. The first electronic control unit 9 includes an electric motor 31 that operates a master cylinder 33 within the main braking circuit 5, and the electric motor 31 is controlled by the first electronic control unit. Therefore, the main braking circuit 5 includes a hydraulic duct 16 that connects the master cylinder 33 of the first electronic control unit 9 to the actuators 12.

[0057] In another modified embodiment, the main braking circuit 5 is an electric braking circuit, and includes one electric actuator 12 for each braking member F1-F4, and these electric actuators 12 are different from the electric actuators of the auxiliary electric braking circuit 7. In yet another modified embodiment, the main braking circuit 5 is a pneumatic braking circuit, and includes one pneumatic actuator 12 for each braking member F1-F4.

[0058] The auxiliary electric braking circuit 7 includes a first electric actuator 13 of the first braking member F1 and a second electric actuator 15 of the second braking member F2. The first electronic control unit 9 controls the first electric actuator 13 of the first braking circuit F1 within the auxiliary electric braking circuit 7. Thus, the first electronic control unit 9 converts braking control into control values ​​for the actuator 12 and the first electric actuator 13 of the main braking circuit 5. Braking control is either manual control by the driver or automatic control by the vehicle's central driving management processing unit. The control values ​​are adapted to the actuators and selected from a group including electrical signals, hydraulic values, and pneumatic values. In this embodiment, where the braking system 3 is a hydraulic braking circuit, the control value for actuator 12 is a hydraulic value, and the control value for the first electric actuator 13 is an electrical signal.

[0059] The second electronic control unit 11 controls the second electric actuator 15 of the second braking member F2 in the auxiliary electric braking circuit 7. The second electronic control unit 11 converts the braking control into an electrical signal for the second electric actuator 15. The second electronic control unit 11 controls the auxiliary braking circuit 7 exclusively. In other words, the second electronic control unit 11 does not control the main braking circuit 5.

[0060] Therefore, the braking system 3 drives the first braking member F1 and the second braking member F2 via the actuator 12 of the main braking circuit 5, the first electric actuator 13, and the second electric actuator 15.

[0061] The braking system 3 includes rotational speed sensors 17 on each of the vehicle's wheels R1-R4.

[0062] As shown in Figure 3, the first electronic control unit 9 and the second electronic control unit 11 each include a signal processing unit 19 indicating the rotational speed of the wheels R1-R4 of the automobile 1, a dynamic braking management / stability control unit 21, and a monitoring unit 23. Therefore, the first electronic control unit 9 and the second electronic control unit 11 can perform the operation control function and the dynamic braking management / stability control function of the braking system, respectively. These functions are selected from a group that includes, for example, a wheel lock prevention function, an electronic stability control function for electronic trajectory control, and an automatic parking brake function. The monitoring unit 23 is preferably configured to detect a failure in the main braking circuit 5 based on a signal indicating the rotational speed of the wheels R1-R4 of the automobile 1. In this embodiment, a signal indicating the rotational speed of the wheels R1-R4 of the automobile 1 is sent from a rotational speed sensor 17.

[0063] To selectively implement either the parking brake or the emergency brake, the first electronic control unit 9 controls the first electric actuator 13, and the second electronic control unit 11 controls the second electric actuator 15. In normal operation, the parking brake function is preferably performed automatically, for example, simultaneously by the first electronic control unit 9 and the second electronic control unit 11.

[0064] The braking system 3 includes a data communication bus 25 between the first electronic control unit 9 and the second electronic control unit 11. The data communication bus 25 is a multiplexing system, preferably of the CAN type, and preferably has a data transmission rate of at least 500 kbit / second.

[0065] The second electronic control unit 11 is configured to detect a failure in the first electronic control unit 9, and the first electronic control unit 9 is configured to detect a failure in the second electronic control unit 11. Therefore, the monitoring unit 23 of the first electronic control unit 9 is configured to detect a failure in the second electronic control unit 11 by monitoring data transmitted from the second electronic control unit 11 and passing through the data communication bus 25, and the monitoring unit 23 of the second electronic control unit 11 is configured to detect a failure in the first electronic control unit 9 by monitoring data transmitted from the first electronic control unit 9 and passing through the data communication bus 25.

[0066] Furthermore, the monitoring unit 23 of the first electronic control unit 9 and the monitoring unit 23 of the second electronic control unit 11 are configured to detect failures in the main braking circuit 5 by monitoring data transmitted from the rotational speed sensor 17.

[0067] The braking system 3 includes electrical connection lines 27 that connect the first electric actuator 13 to the first electronic control unit 9 and the second electric actuator 15 to the second electronic control unit 11.

[0068] Figure 4 schematically shows a braking system 3 according to a second embodiment. This second embodiment differs from the first embodiment shown in Figure 2 in that the braking system 3 further includes a manual control device 29 for the main braking circuit 5. The first electronic control device 9 is configured to assist the manual control device 29 by supplying additional hydraulic pressure to the main braking circuit 5 when the manual control device 29 is activated by the driver C's manual braking control. The manual control device 29 includes a pedal or lever to actuate the master cylinder 33 in the main braking circuit 5. Additional hydraulic pressure is supplied by an electric motor 31 that actsuates the master cylinder 33 in the main braking circuit 5, and the electric motor is controlled by the first electronic control device 9.

[0069] Figure 5 schematically shows a braking system 3 according to a third embodiment. This third embodiment differs from the first embodiment shown in Figure 2 in that the braking system 3 includes a first switch 35 having a main input connected to a first electronic control unit 9 via an electrical connection line 27 and an output connected to a first electric actuator 13 of a first braking member F1 via an electrical connection line 27. The first switch 35 includes an emergency input connected to a second electronic control unit 11 via an electrical connection line 27. The first switch 35 is configured to connect the second electronic control unit 11 to the first electric actuator 13 of the first control member F1 in the event of a failure of the first electronic control unit 9. The braking system 3 similarly includes a second switch 37 having a main input connected to a second electronic control unit 11 via an electrical connection line 27 and an output connected to a second electric actuator 15 of a second braking member F2 via an electrical connection line 27. The second switch 37 similarly includes an emergency input connected to the first electronic control unit 9 via an electrical connection line 27. The second switch 37 is configured to connect the first electronic control unit 9 to the second electric actuator 15 of the second braking member F2 in the event of a failure of the second electronic control unit 11. In this embodiment, the first switch 35 and the second switch 37 are located separately, i.e., on separate electronic circuit boards.

[0070] In the embodiment shown in Figure 5, the braking system 3 includes an analog connection line 41 connecting a first switch 35 and a second switch 37 to a first electronic control unit 9 and a second electronic control unit 11. In this way, the first electronic control unit 9 and the second electronic control unit 11 are connected to the first switch 35 and the second switch 37 so that they can be switched to the first electronic control unit 9 if the second electronic control unit 11 fails, and to the second electronic control unit 11 if the first electronic control unit 9 fails. As a result, if the second electronic control unit 11 fails, the first electronic control unit 9 similarly converts the braking control to a control value for the second electric actuator 15 via the second switch 37. If the first electronic control unit 9 fails, the second electronic control unit 11 similarly converts the braking control to a control value for the first electric actuator 13 via the first switch 35.

[0071] Figure 6 schematically shows the braking system 3 according to the fourth embodiment. This fourth embodiment differs from the third embodiment shown in Figure 5 in that, instead of analog connection lines 41, a data communication bus 25 connects the first switch 35 and the second switch 37 to the first electronic control unit 9 and the second electronic control unit 11. Therefore, the first electronic control unit 9 and the second electronic control unit 11 are connected to the first switch 35 and the second switch 37 so that they can be switched so that if the second electronic control unit 11 fails, the first electronic control unit 9 is directed solely to the first electronic control unit 9, and so that if the first electronic control unit 9 fails, the second electronic control unit 11 is directed solely to the second electronic control unit 11. As a result, if the second electronic control unit 11 fails, the first electronic control unit 9 similarly converts the braking control into a control value for the second electric actuator 15 via the second switch 37. If the first electronic control unit 9 fails, the second electronic control unit 11 similarly converts the braking control into a control value for the first electric actuator 13 via the first switch 35.

[0072] Furthermore, this fourth embodiment shows a different arrangement of the first switch 35 and the second switch 37. In this case, the first switch 35 and the second switch 37 are located on the same electronic substrate and are preferably formed on the same electronic component 39.

[0073] Next, a first embodiment of the control method for the automobile 1 or the braking system 3 will be described with reference to Figure 7. In this control method, when a failure of the main braking circuit 5 is detected during the braking step 100, the first electronic control unit 9 executes an emergency control step 120 for the first electric actuator 13, and the second electronic control unit 11 executes an emergency control step 130 for the second electric actuator 15.

[0074] In this embodiment, the fault detection step 110 of the main braking circuit 5 is performed by the first electronic control unit 9 and / or the second electronic control unit 11, more specifically, via the monitoring unit 23 of the first electronic control unit 9 and / or the monitoring unit 23 of the second electronic control unit 11, the monitoring unit monitors the data transmitted from the rotational speed sensor 17.

[0075] In this way, if the main braking circuit 5 fails, the first electronic control unit 9 controls the first electric actuator 13, and the second electronic control unit 11 controls the second electric actuator 15, thereby achieving emergency braking when the braking step 100 is a driving braking step. Since the first electronic control unit 9 controls the first electric actuator 13 and the second electronic control unit 11 controls the second electric actuator 15 when the main braking circuit 5 fails, all that remains is to apply the parking brake through normal operation.

[0076] Next, a second embodiment of the control method for the automobile 1 or the braking system 3 will be described with reference to Figure 8. This control method includes the following steps during the braking step 100': -When a malfunction of the first electronic control unit 9 is detected, the second electronic control unit 11 executes the emergency control step 150 of the first electric actuator 13. -When a malfunction of the second electronic control unit 11 is detected, the first electronic control unit 9 executes the emergency control step 170 of the second electric actuator 15.

[0077] In this embodiment, the fault detection step 140 of the first electronic control unit 9 is performed by the second electronic control unit 11, more specifically via the monitoring unit of the second electronic control unit 11, and the fault detection step 160 of the second electronic control unit 11 is performed by the first electronic control unit 9, more specifically via the monitoring unit 23 of the first electronic control unit 9.

[0078] Therefore, if the first electronic control unit 9 fails, the second electronic control unit 11 controls the second electric actuator 15 normally, and further controls the first electric actuator 13 via the emergency control step 150 of the first electric actuator 13. In this way, if the first electronic control unit 9 fails, the second electronic control unit 11 controls the second electric actuator 15 and the first electric actuator 13, so that the emergency parking brake is applied.

[0079] Similarly, if the second electronic control unit 11 fails, the first electronic control unit 9 controls the first electric actuator 13 normally and further controls the second electric actuator 15 via the emergency control step 170 of the second electric actuator 15. In this way, if the second electronic control unit 11 fails, the first electronic control unit 9 controls the first electric actuator 13 and the second electric actuator 15, thereby applying the emergency parking brake.

[0080] According to one modified embodiment, a second embodiment of this control method is combined with the first embodiment of the method. In this case, even if the main braking circuit 5 or the first electronic control unit 9 fails, the second electronic control unit 11 controls the second electric actuator 15 and the first electric actuator 13, so that the emergency driving brake is applied. Furthermore, even if the main braking circuit 5 and the second electronic control unit 11 fail, the first electronic control unit 9 controls the first electric actuator 13 and the second electric actuator 15, so that the emergency driving brake is applied.

[0081] The present invention is not limited to the embodiments described above, and other embodiments will become apparent to experts in the art. In particular, these embodiments can be combined with each other where technically feasible. [Explanation of Symbols]

[0082] 1. Automobile 3. Braking System 5 Main braking circuit 7. Auxiliary electric braking circuit 9. First electronic control unit 11. Second electronic control unit 12 Actuator of main braking circuit 5 13. First electric actuator 15. Second electric actuator 16 Hydraulic duct 17. Rotation speed sensor 19 Processing Units 21 Dynamic Braking Management / Electronic Stability Control Unit 23 monitoring units 25 Data communication bus 27 Analog connection lines 29 Manual control device 31 Electric motor 33 Master Cylinder 35. The first switch 37. The second switch 39 Electronic Components 41 Analog connection line R1, R2 rear wheel R3, R4 front wheel F1-F4 Braking Components D Brake Disc

Claims

1. In a braking system (3) for an automobile (1), - Main braking circuit (5), - An auxiliary electric braking circuit (7) configured to apply the parking brake, -The first electronic control device (9), i) Control the main braking circuit (5) in order to activate the first braking member (F1) and the second braking member (F2), ii) A first electronic control device (9) that controls the first electric actuator (13) of the first braking member (F1) within the auxiliary electric braking circuit (7), -Includes a second electronic control device (11) that controls the second electric actuator (15) of the second braking member (F2) within the auxiliary electric braking circuit (7), Furthermore, the braking system, - A first switch (35) having a main input connected to the first electronic control unit (9) and an output connected to the first electric actuator (13) of the first braking member (F1), wherein the first switch (35) includes an emergency input connected to the second electronic control unit (11), and is configured to connect the second electronic control unit (11) to the first electric actuator (13) of the first braking member (F1) in the event of a failure of the first electronic control unit (9), - A second switch (37) having a main input connected to the second electronic control unit (11) and an output connected to the second electric actuator (15) of the second braking member (F2), wherein the second switch (37) includes an emergency input connected to the first electronic control unit (9), and is configured to connect the first electronic control unit (9) to the second electric actuator (15) of the second braking member (F2) in the event of a failure of the second electronic control unit (11), A braking system characterized by including [a certain element].

2. In a braking system (3) for an automobile (1), - Main braking circuit (5), - An auxiliary electric braking circuit (7) configured to apply the parking brake, -The first electronic control device (9), i) Control the main braking circuit (5) in order to activate the first braking member (F1) and the second braking member (F2), ii) A first electronic control device that controls the first electric actuator (13) of the first braking member (F1) within the auxiliary electric braking circuit (7), -Includes a second electronic control device (11) that controls the second electric actuator (15) of the second braking member (F2) within the auxiliary electric braking circuit (7), A braking system (3) characterized in that the first electronic control unit (9) and the second electronic control unit (11) each include a signal processing unit (19) indicating the rotational speed of the wheels (R1-R4) of the automobile (1) and a dynamic braking management / electronic stability control unit (21), respectively.

3. The braking system (3) according to claim 1 or 2, wherein the first electronic control unit (9) controls the first electric actuator (13), and the second electronic control unit (11) controls the second electric actuator (15) to selectively apply the parking brake and the emergency driving brake.

4. A braking system (3) according to any one of claims 1 to 3, wherein the first braking member (F1) is configured to brake a first wheel (R1) of an automobile, and the second braking member (F2) is configured to brake a second wheel (R2) of an automobile that is different from the first wheel (R1), and the first and second wheels (R1, R2) are preferably the rear wheels of an automobile (1).

5. The braking system (3) according to any one of claims 1 to 4, wherein the main braking circuit (5) is a hydraulic braking circuit and includes one hydraulic actuator (12) for each of the braking members (F1-F4).

6. The braking system (3) according to claim 5, further comprising a manual control device (29) for the main braking circuit (5), wherein the first electronic control device (9) is configured to assist the manual control device (29) by supplying additional hydraulic pressure to the main braking circuit (5) when the manual control device (29) is operated by the driver's (C) manual braking control.

7. A braking system (3) according to any one of claims 1 to 6, comprising a data communication bus (25) between the first electronic control unit (9) and the second electronic control unit (11).

8. An automobile (1) comprising a braking system (3) according to any one of claims 1 to 7.

9. The automobile according to claim 8, wherein the automobile (1) is an autonomous vehicle.

10. A control method for the automobile (1) according to claim 8 or 9 or the braking system (3) according to any one of claims 1 to 7, wherein in the braking control step (100): -When a failure of the main braking circuit (5) is detected (110), the first electronic control unit (9) executes an emergency control step (120) of the first electric actuator (13), and the second electronic control unit (11) executes an emergency control step (130) of the second electric actuator (15). Control method.

11. A control method according to claim 10, a control method for an automobile (1) according to claim 8 or 9, or a braking system (3) according to any one of claims 1 to 7, wherein in the braking control step (100'): -When a malfunction of the first electronic control unit (9) is detected (140), the second electronic control unit (11) executes an emergency control step for the first electric actuator (13). -When a malfunction of the second electronic control unit (11) is detected (160), the first electronic control unit (9) executes an emergency control step (170) of the second electric actuator (15). Control method.

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