CN116039638A - Redundant brake-by-wire system and vehicle - Google Patents

Abstract

The application relates to a redundant brake-by-wire system and a vehicle. The system comprises: a brake controller for generating at least one of a first front axle brake signal and a first rear axle brake signal; the front axle valve is used for realizing front axle electric control braking according to the first front axle braking signal; the rear axle valve is used for realizing rear axle electric control braking according to the first rear axle braking signal; the whole vehicle controller is in communication connection with the brake controller and is used for generating at least one of a second front axle brake signal and a second rear axle brake signal under the condition that the brake controller fails; and the backup valve is used for controlling the mechanical braking function of the front axle valve according to the second front axle braking signal to realize front axle braking and controlling the mechanical braking function of the rear axle valve according to the second rear axle braking signal to realize rear axle braking. By adopting the system, the control requirement of the automatic driving without a driver can be met under the condition that any single point failure occurs in the system.

Description

Redundant brake-by-wire system and vehicle

Technical Field

The invention relates to the technical field of unmanned operation, in particular to a redundant brake-by-wire system and a vehicle.

Background

With the development of modern technology and technology, people have higher requirements on vehicles, and on the basis of meeting the traditional driving, intelligent control of the vehicles, such as functions of unmanned automobiles, self-adaptive cruising, active safety of the vehicles, full-automatic parking and the like, are required.

The brake-by-wire system mainly studied at present gradually integrates the functions of an anti-lock brake system, a driving anti-skid control system, an electronic stability control program, an active collision avoidance technology and the like into the brake system along with the improvement of the requirement on the brake performance, but only can support an auxiliary driving function, and when the brake-by-wire system is in communication failure or is interfered; the vehicle itself is out of control, such as unintended acceleration; in case of failure of the brake system, etc., manual take over by the vehicle driver is still required.

Disclosure of Invention

In view of the foregoing, it is desirable to provide a redundant brake-by-wire system and a vehicle that can achieve automatic driving without driver control requirements in the event of any single point failure within the system.

A first aspect of the present application provides a redundant brake-by-wire system, the system comprising:

a brake controller for generating at least one of a first front axle brake signal and a first rear axle brake signal;

the front axle valve is in communication connection with the brake controller and is used for realizing front axle electric control braking according to the first front axle braking signal;

the rear axle valve is in communication connection with the brake controller and is used for realizing rear axle electric control braking according to the first rear axle braking signal;

the whole vehicle controller is in communication connection with the brake controller and is used for generating at least one of a second front axle brake signal and a second rear axle brake signal under the condition that the brake controller fails; a kind of electronic device with high-pressure air-conditioning system

The backup valve is in communication connection with the whole vehicle controller, and is respectively and mechanically connected with the front axle valve and the rear axle valve, and is used for controlling the mechanical braking function of the front axle valve according to the second front axle braking signal so as to realize front axle braking and controlling the mechanical braking function of the rear axle valve according to the second rear axle braking signal so as to realize rear axle braking.

In one embodiment, the brake controller is further configured to transmit the first front axle brake signal to the vehicle controller when the electric control function of the front axle valve fails; the whole vehicle controller is also used for transmitting the first front axle braking signal to the backup valve; the backup valve is also used for controlling the mechanical braking function of the front axle valve according to the first front axle braking signal so as to realize front axle braking.

In one embodiment, the brake controller is further configured to transmit the first rear axle brake signal to the vehicle controller when the electric control function of the rear axle valve fails; the whole vehicle controller is also used for transmitting the first rear axle braking signal to the backup valve; the backup valve is also used for controlling the mechanical braking function of the rear axle valve according to the first rear axle braking signal so as to realize rear axle braking.

In one embodiment, the brake controller is in communication connection with the front axle valve and the rear axle valve through a first bus, and the vehicle controller is in communication connection with the backup valve through a second bus.

In one embodiment, the system further comprises:

the front axle Zuo Lunsu sensor is in communication connection with the front axle valve and is used for detecting a front axle left wheel speed signal;

the front axle right wheel speed sensor is in communication connection with the front axle valve and is used for detecting a front axle right wheel speed signal;

the rear axle Zuo Lunsu sensor is in communication connection with the rear axle valve and is used for detecting a rear axle left wheel speed signal;

the rear axle right wheel speed sensor is in communication connection with the rear axle valve and is used for detecting a rear axle right wheel speed signal;

the brake controller is also used for determining the wheel speed state of the left wheel of the front axle according to the wheel speed signal of the left wheel of the front axle, determining the wheel speed state of the right wheel of the front axle according to the wheel speed signal of the right wheel of the front axle, determining the wheel speed state of the left wheel of the rear axle according to the wheel speed signal of the left wheel of the rear axle, and determining the wheel speed state of the right wheel of the rear axle according to the wheel speed signal of the right wheel of the rear axle.

In one embodiment, the system further comprises:

the front axle back-up left wheel speed sensor is in communication connection with the back-up valve and is used for detecting a front axle left wheel speed signal;

the front axle back-up right wheel speed sensor is in communication connection with the back-up valve and is used for detecting a front axle right wheel speed signal;

the rear axle backup left wheel speed sensor is in communication connection with the backup valve and is used for detecting a rear axle left wheel speed signal;

the rear axle back-up right wheel speed sensor is in communication connection with the back-up valve and is used for detecting a rear axle right wheel speed signal;

the whole vehicle controller is also used for determining the wheel speed state of the left wheel of the front axle according to the wheel speed signal of the left wheel of the front axle, determining the wheel speed state of the right wheel of the front axle according to the wheel speed signal of the right wheel of the front axle, determining the wheel speed state of the left wheel of the rear axle according to the wheel speed signal of the left wheel of the rear axle, and determining the wheel speed state of the right wheel of the rear axle according to the wheel speed signal of the right wheel of the rear axle.

In one embodiment, the brake controller is further configured to control activation of the anti-lock brake system in a case where the wheel speed state of any one of the wheels is determined to be a stuck state.

In one embodiment, the system further comprises:

the first power supply is electrically connected with the brake controller and is used for supplying power to the brake controller;

and the second power supply is electrically connected with the whole vehicle controller and is used for supplying power to the whole vehicle controller.

In one embodiment, the system further comprises:

the brake master valve is mechanically connected with the backup valve, the front axle valve and the rear axle valve and used for mechanical braking of a driver;

and the air storage cylinder is connected with the brake master valve and is used for providing an air source required by mechanical braking.

A second aspect of the present application provides a vehicle. The vehicle comprises the redundant brake-by-wire system provided in the first aspect.

According to the redundant line control braking system and the vehicle, at least one of the first front axle braking signal and the first rear axle braking signal is generated through the braking controller in the redundant line control braking system, and electric control braking is realized through the corresponding front axle valve or the corresponding rear axle valve, when the braking controller fails, the whole vehicle controller can generate at least one of the second front axle braking signal and the second rear axle braking signal, braking is realized through the backup valve which mechanically controls the front axle valve and the rear axle valve, the whole vehicle controller serves as the backup controller of the braking controller, the backup valve serves as the backup of the front axle valve and the rear axle valve, when one set of braking control fails, the other braking control takes over, and the automatic driving non-driver control requirement can be realized under any single-point failure condition.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a redundant electronically controlled brake system provided in one embodiment of the present application;

FIG. 2 is a schematic diagram of a redundant electrically controlled brake system provided in another embodiment of the present application;

FIG. 3 is a schematic diagram of a redundant electrically controlled brake system provided in another embodiment of the present application;

fig. 4 is a schematic structural diagram of a redundant electric control brake system according to another embodiment of the present application.

Reference numerals illustrate:

10. a brake controller; 20. a front axle valve; 30. a rear axle valve; 40. a vehicle controller; 50. a backup valve; 21. front axle right wheel speed sensor; 22. front axle Zuo Lunsu sensor; 23. the front axle backs up the right wheel speed sensor; 24. the front axle backs up the left wheel speed sensor; 31. rear axle right wheel speed sensor; 32. rear axle Zuo Lunsu sensor; 33. a rear axle back-up right wheel speed sensor; 34. the rear axle backs up the left wheel speed sensor; 60. a brake master valve (driver brake mechanism); 70. a first bus (local area communication bus); 80. a second bus (backup local area communication bus); 90. and an air cylinder.

Detailed Description

For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. The components of the embodiments of the present application, which are generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, as provided in the accompanying drawings, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.

In the description of the present application, it should be understood that the azimuth or positional relationship indicated by the terms "left", "right", etc. are based on the azimuth or positional relationship shown in the drawings, or the azimuth or positional relationship commonly put in use of the product of the present application, or the azimuth or positional relationship commonly understood by one skilled in the art, are merely for convenience of describing the present application and simplifying the description, and do not indicate or imply that the apparatus or element to be referred must have a specific azimuth, be configured and operated in a specific azimuth, and thus should not be construed as limiting the present application. The terms "first," "second," and the like in this application are used merely for distinguishing between descriptions and not for specific purposes. These terms are only used to distinguish one element from another element.

In the description of the present application, it should also be noted that, unless explicitly specified and limited otherwise, the terms "means," "connected," and "connected" are to be construed broadly, and may be, for example, a mechanical connection, a communication connection, or an electrical connection; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art in a specific context.

As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," and/or the like, specify the presence of stated features, integers, steps, operations, elements, components, or groups thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or groups thereof. Also, the term "and/or" as used in this specification includes any and all combinations of the associated listed items.

FIG. 1 is a block diagram of a redundant brake-by-wire system in one embodiment. As shown in fig. 1, the redundant brake-by-wire system is used for controlling the braking of the unmanned automobile. The redundant brake-by-wire system includes a brake controller 10, a front axle valve 20, a rear axle valve 30, a vehicle controller 40, and a backup valve 50. The front axle valve 20 is in communication connection with the brake controller 10, the rear axle valve 30 is in communication connection with the brake controller 10, the vehicle controller 40 is in communication connection with the brake controller 10, the backup valve 50 is in communication connection with the vehicle controller 40, and the backup valve 50 is mechanically connected with the front axle valve 20 and the rear axle valve 30 respectively.

The brake controller 10 is configured to generate at least one of a first front axle brake signal and a first rear axle brake signal.

The front axle valve 20 is used for realizing front axle electric control braking according to the first front axle braking signal.

The rear axle valve 30 is used for realizing rear axle electric control braking according to the first rear axle braking signal.

The vehicle controller 40 is configured to generate at least one of a second front axle brake signal and a second rear axle brake signal in the event of failure of the brake controller 10.

The backup valve 50 is used for controlling the mechanical braking function of the front axle valve according to the second front axle braking signal to realize front axle braking, and controlling the mechanical braking function of the rear axle valve according to the second rear axle braking signal to realize rear axle braking.

Wherein the brake controller 10 may be a brake-by-wire controller. The brake-by-wire system (Electric Wired Braking System, abbreviated as EWBS) is an electronically controlled brake system.

The brake controller 10 may be communicatively coupled to the front axle valve 20 and the rear axle valve 30 via a bus. The bus may be an Ethernet (Ethernet) bus, a controller area network (Controller Area Network, CAN) bus, a LIN (Local Interconnect Network) bus, a FlexRay bus, or a MOST (Media Oritented Systems Transport, MOST) bus.

The vehicle controller 40 (Vehicle control unit, VCU for short) serves as a vehicle central control unit and is a core of the entire control system. The vehicle controller 40 and the brake controller 10 may be backup brake controllers. The vehicle controller 40 and the brake controller 10 each store a brake control-related algorithm.

The vehicle controller 40 may be communicatively connected to the backup valve 50 via a bus. The bus may also be a CAN bus, LIN bus, flexRay bus or MOST bus.

The working principle of the redundant line control and braking system in this embodiment includes: when a brake request is detected, the brake controller 10 is used as a main controller, at least one of a first front axle brake signal and a first rear axle brake signal is generated according to the brake request, and the front axle valve 20 is used for realizing front axle electric control braking according to the first front axle brake signal, namely, applying brake moment to the front wheels of the vehicle to realize braking control to the front wheels of the vehicle, and reducing the speed of the vehicle; the rear axle valve 30 is used for realizing rear axle electric control braking according to the first rear axle braking signal, namely, applying braking moment to the rear wheels of the vehicle to realize braking control to the rear wheels of the vehicle, and reducing the speed of the vehicle; if the vehicle controller 40 detects that the brake controller 10 fails, the vehicle controller 40 is configured to generate at least one of a second front axle brake signal and a second rear axle brake signal according to the brake request; the backup valve 50 is used for controlling the mechanical braking function of the front axle valve according to the second front axle braking signal to realize front axle braking, and controlling the mechanical braking function of the rear axle valve according to the second rear axle braking signal to realize rear axle braking, namely, applying braking torque to front and rear wheels of the vehicle to realize braking control to the front and rear wheels of the vehicle, so as to reduce the vehicle speed. The braking request may be generated for detection of an obstacle in the path of travel or for detection of a vehicle fault.

In this embodiment, at least one of the first front axle braking signal and the first rear axle braking signal is generated by the braking controller in the redundant line control braking system, and electric control braking is realized by the corresponding front axle valve or rear axle valve, when the braking controller fails, the whole vehicle controller can generate at least one of the second front axle braking signal and the second rear axle braking signal, and mechanically control the front axle valve and the rear axle valve through the backup valve, the whole vehicle controller serves as a backup controller of the braking controller, the backup valve serves as a backup of the front axle valve and the rear axle valve, and when one set of braking control fails, the other braking control takes over, so that the automatic driving non-driver control requirement can be realized under any single point failure condition.

In one embodiment, the brake controller 10 is further configured to transmit the first front axle brake signal to the vehicle controller 40 when the electric control function of the front axle valve 20 fails; the vehicle controller 40 is further configured to transmit the first front axle brake signal to the backup valve 50; the backup valve 50 is further configured to control a mechanical braking function of the front axle valve 20 according to the first front axle braking signal to implement front axle braking.

The working principle of the redundant line control and braking system in this embodiment includes: the backup valve 50 is mechanically connected with the front axle valve 20 to realize redundant backup. When the electric control function of the front axle valve 20 fails, after the brake controller 10 detects a brake request, a first front axle brake signal is generated and transmitted to the whole vehicle controller 40; the vehicle controller 40 transmits the first front axle braking signal to the backup valve 50, and the backup valve 50 outputs a mechanical signal according to the first front axle braking signal, and the mechanical signal is used as a mechanical signal input of the front axle valve 20 to drive mechanical output so as to realize front axle braking.

In this embodiment, the backup valve 50 in the redundant line control system is mechanically connected with the front axle valve 20, when the electric control function of the front axle valve 20 fails, the brake controller 10 detects the failure of the front axle valve 20, and then transmits failure information to the whole vehicle controller 40, and sends a brake request to the whole vehicle controller 40, and the whole vehicle controller 40 controls the backup valve 50 to work to realize the control function. The backup valve 50 drives the front axle valve 20 to apply braking to the wheels through mechanical characteristics, so that the front axle braking can be controlled without the driver stepping on the brake master valve.

In one embodiment, the brake controller 10 is further configured to transmit the first rear axle brake signal to the vehicle controller 40 when the electric control function of the rear axle valve 30 fails; the vehicle controller 40 is further configured to transmit the first rear axle brake signal to the backup valve 50; the backup valve 50 is further configured to control a mechanical braking function of the rear axle valve 30 according to the first rear axle braking signal to implement rear axle braking.

The working principle of the redundant line control and braking system in this embodiment includes: the backup valve 50 is mechanically connected with the rear axle valve 30 to realize redundant backup. When the electric control function of the rear axle valve 30 fails, the brake controller 10 generates a first rear axle brake signal after detecting a brake request, and transmits the first rear axle brake signal to the whole vehicle controller 40; the vehicle controller 40 transmits the first rear axle braking signal to the backup valve 50, and the backup valve 50 outputs a mechanical signal according to the first front axle braking signal, and the mechanical signal is used as a mechanical signal input of the rear axle valve 30 to drive mechanical output so as to realize rear axle braking.

In this embodiment, the backup valve 50 in the redundant line control system is mechanically connected with the rear axle valve 30, when the electric control function of the rear axle valve 30 fails, the brake controller 10 detects the failure of the rear axle valve 30, and then transmits failure information to the whole vehicle controller 40, and sends a brake request to the whole vehicle controller 40, and the whole vehicle controller 40 controls the backup valve 50 to work to realize the control function. The backup valve 50 drives the rear axle valve 30 to apply braking to the wheels through mechanical characteristics, so that the rear axle braking can be controlled without the driver stepping on the brake master valve.

In one embodiment, the brake controller 10 is further configured to transmit a first front axle brake signal and a first rear axle brake signal to the vehicle controller 40 when the electric control functions of the front axle valve 20 and the rear axle valve 30 fail; the vehicle controller 40 is further configured to transmit a first front axle brake signal and a first rear axle brake signal to the backup valve 50; the backup valve 50 is further configured to control a mechanical braking function of the front axle valve 20 to implement front axle braking according to the first front axle braking signal, and to control a mechanical braking function of the rear axle valve 30 to implement rear axle braking according to the first rear axle braking signal.

In this embodiment, the backup valve 50 is mechanically connected to the front axle valve 20 and the rear axle valve 30, respectively, to realize redundancy backup.

In this embodiment, when the electric control functions of the front axle valve 20 and the rear axle valve 30 are disabled, the brake controller 10 transmits failure information to the vehicle controller 40 after detecting the failure of the front axle valve 20 and the rear axle valve 30, and sends a brake request to the vehicle controller 40, and the vehicle controller 40 controls the backup valve 50 to work to realize the control function. The backup valve 50 drives the front axle valve 20 to apply braking to the front wheels and drives the rear axle valve 30 to apply braking to the rear wheels through mechanical characteristics, so that the rear axle braking can be controlled without the need of a driver to tread the brake master valve.

As further shown in fig. 1, the brake controller 10 is communicatively connected to the front axle valve 20 and the rear axle valve 30 via a first bus 70, and the vehicle controller 40 is communicatively connected to the backup valve 50 via a second bus 80.

The working principle of the redundant line control and braking system in this embodiment includes: the brake controller 10 is respectively in communication connection with the front axle valve 20 and the rear axle valve 30 through the first bus 70, the whole vehicle controller 40 is respectively in communication connection with the backup valve 50 through the second bus 80, the backup valve 50 is mechanically connected with the front axle valve 20 and the rear axle valve 30, the brake controller 10 is in communication with the front axle valve and the rear axle valve through the first bus 70 under the control of the brake controller 10, and when the brake controller 10 cannot work normally, the brake controller is switched to the whole vehicle controller 40 to communicate with the backup valve 50 through the second bus 80.

In this embodiment, the first bus 70 and the second bus 80 may be CAN buses, and the first bus 70 and the second bus 80 are independent from each other. When the communication of the first bus 70 fails, the second bus 80 performs communication control, so that reliable communication among all devices in the automobile is realized, real-time synchronization of information is realized, and the reliability and the flexibility of a braking system are improved.

FIG. 2 is a block diagram of a redundant brake-by-wire system in another embodiment. As shown in fig. 2, in one embodiment, the redundant brake-by-wire system further includes a front axle right wheel speed sensor 21, a front axle Zuo Lunsu sensor 22, a rear axle right wheel speed sensor 31, and a rear axle Zuo Lunsu sensor 32.

The front axle right wheel speed sensor 21 is in communication connection with the front axle valve 20 and is used for detecting a front axle right wheel speed signal.

The front axle Zuo Lunsu sensor 22 is communicatively coupled to the front axle valve 20 for detecting a front axle left wheel speed signal.

The rear axle right wheel speed sensor 31 is in communication connection with the rear axle valve 30 for detecting a rear axle right wheel speed signal.

The rear axle Zuo Lunsu sensor 32 is communicatively coupled to the rear axle valve 30 for detecting rear axle left wheel speed signals.

The wheel speed sensor is a sensor for measuring the rotational speed of a wheel of an automobile. The wheel speed sensor may be a magneto-electric wheel speed sensor or a hall wheel speed sensor.

The brake controller 10 is further configured to determine a wheel speed state of a left front axle wheel from a left front axle wheel speed signal, determine a wheel speed state of a right front axle wheel from the right front axle wheel speed signal, determine a wheel speed state of a left rear axle wheel from the left rear axle wheel speed signal, and determine a wheel speed state of a right rear axle wheel from the right rear axle wheel speed signal.

The working principle of the redundant line control and braking system in this embodiment includes: when the braking signal is detected, the braking controller 10 calculates a front axle braking pressure according to the braking instruction and transmits the calculated front axle braking pressure to the front axle valve 20 and/or calculates a rear axle braking pressure and transmits the calculated rear axle braking pressure to the rear axle valve 30, and then the front axle valve 20 controls the front axle braking through the front axle braking pressure and/or the rear axle valve 30 controls the rear axle braking through the rear axle braking pressure to realize braking.

In this embodiment, the front axle right wheel speed sensor 21 is communicatively connected to the front axle valve 20, the front axle Zuo Lunsu sensor 22 is communicatively connected to the front axle valve 20, the rear axle right wheel speed sensor 31 is communicatively connected to the rear axle valve 30, and the rear axle Zuo Lunsu sensor 32 is communicatively connected to the rear axle valve 30, and is configured to detect a frequency signal of rotation of each wheel, determine a rotational speed of the wheel according to the frequency signal, and the brake controller 10 is capable of determining a corresponding wheel speed state according to the wheel speed signal.

Optionally, the brake controller 10 is further configured to control activation of an anti-lock brake system (Antilock Brake System, ABS for short) in the event that the wheel speed status of any one of the wheels is determined to be a stuck state.

The wheel speed sensor can accurately, reliably and timely acquire the wheel speed, convert the wheel speed into an electric signal and input the electric signal into the brake controller 10, and the brake controller 10 determines that the locking and sliding of the vehicle occur under the condition that the wheel speed state of any wheel is determined to be the locking state, and controls the starting of an anti-lock system, thereby preventing the locking of the wheels.

In this embodiment, the front axle right wheel speed sensor 21 is communicatively connected to the front axle valve 20, the front axle Zuo Lunsu sensor 22 is communicatively connected to the front axle valve 20, the rear axle right wheel speed sensor 31 is communicatively connected to the rear axle valve 30, and the rear axle Zuo Lunsu sensor 32 is communicatively connected to the rear axle valve 30, for detecting a frequency signal of rotation of each wheel, thereby determining a rotation speed of each wheel. When the emergency brake is applied, the ABS system starts to operate. When the ABS system controls the wheels to brake and release once, the wheel speed sensor transmits a distance signal for detecting the rotation of the tire from braking to rotation to the ABS system, so that the ABS system controls the braking to achieve the optimal braking distance.

FIG. 3 is a block diagram of a redundant brake-by-wire system in another embodiment. As shown in FIG. 3, in one embodiment, the system further includes a front axle back-up left wheel speed sensor 24, a front axle back-up right wheel speed sensor 23, a rear axle back-up left wheel speed sensor 34, and a rear axle back-up right wheel speed sensor 33. Wherein:

the front axle back-up left wheel speed sensor 24 is in communication with the back-up valve 50 for detecting a front axle left wheel speed signal.

The front axle back-up right wheel speed sensor 23 is in communication connection with the back-up valve 50 for detecting a front axle right wheel speed signal.

The rear axle back-up left wheel speed sensor 34 is in communication with the back-up valve 50 for detecting rear axle left wheel speed signals.

The rear axle back-up right wheel speed sensor 33 is in communication connection with the back-up valve 50 for detecting a rear axle right wheel speed signal.

The vehicle controller 40 is further configured to determine a wheel speed state of a left front axle wheel according to the left front axle wheel speed signal, determine a wheel speed state of a right front axle wheel according to the right front axle wheel speed signal, determine a wheel speed state of a left rear axle wheel according to the left rear axle wheel speed signal, and determine a wheel speed state of a right rear axle wheel according to the right rear axle wheel speed signal.

In one embodiment, the vehicle controller 40 is further configured to control the antilock brake system to be activated when the wheel speed state of any one of the wheels is determined to be a stuck state.

The anti-lock braking system is used for automatically controlling the braking force of a brake when the automobile brakes, so that the wheels are not locked and are in a rolling and sliding state (the slip rate is about 20 percent) so as to ensure that the adhesive force between the wheels and the ground is at the maximum.

The working principle of the redundant line control and braking system in this embodiment includes: the front axle backup left wheel speed sensor 24 is in communication connection with the backup valve 50, the front axle backup right wheel speed sensor 23 is in communication connection with the backup valve 50, the rear axle backup left wheel speed sensor 34 is in communication connection with the backup valve 50, the rear axle backup right wheel speed sensor 33 is in communication connection with the backup valve 50, when a brake braking signal is detected, the whole vehicle controller 40 calculates front axle braking pressure and rear axle braking pressure according to a braking instruction and sends the front axle braking pressure and the rear axle braking pressure to the backup valve 50, the backup valve 50 receives a command of the whole vehicle controller 40 and outputs two paths of mechanical signals, and then the backup valve 50 controls the front axle valve 20 to realize front axle braking through the mechanical signal converted from the front axle braking pressure, or the backup valve 50 controls the rear axle valve 30 to realize rear axle braking through the mechanical signal converted from the rear axle braking pressure.

The wheel speed of the backup wheel speed sensor can be accurately, reliably and timely obtained and converted into an electric signal to be input into the whole vehicle controller 40, and the whole vehicle controller 40 determines that the locking and sliding of the vehicle occur under the condition that the wheel speed state of any wheel is determined to be the locking state, and controls the starting of an anti-lock system, so that the locking of the wheels is prevented.

In the embodiment, after one group of wheel speed sensors fails, the current wheel speed state can still be detected by adding an additional group of wheel speed sensors at the front part and the rear part of the vehicle, so that the normal operation of the ABS function is ensured.

In one embodiment, the system further comprises: a first power supply electrically connected to the brake controller 10 for supplying power to the brake controller 10; the second power supply is electrically connected to the vehicle controller 40 and is used for supplying power to the vehicle controller 40.

The working principle of the redundant line control and braking system in this embodiment includes: the first power supply is electrically connected with the brake controller 10 and supplies power to the brake controller 10; the second power supply is electrically connected to the brake controller 10, and the vehicle controller 40 supplies power. The first power supply and the second power supply are two independent power supply systems, and the brake controller 10 and the vehicle controller 40 have two independent power supply controls.

In this embodiment, when the first power source fails, the second power source supplies power to the vehicle controller 40, so that the controller can continue to operate. The second power supply is mainly used for solving the common cause failure (single point failure) problem that all controllers cannot work after the power supply of the traditional single power supply scheme fails.

FIG. 4 is a block diagram of a redundant brake-by-wire system in another embodiment. As shown in fig. 4, in one embodiment, the system comprises: the brake controller 10, the front axle valve 20, the rear axle valve 30, the full vehicle controller 40, the backup valve 50, the brake master valve 60, the front axle right wheel speed sensor 21, the front axle Zuo Lunsu sensor 22, the front axle backup left wheel speed sensor 24, the front axle backup right wheel speed sensor 23, the rear axle right wheel speed sensor 31, the rear axle Zuo Lunsu sensor 32, the rear axle backup left wheel speed sensor 34, the rear axle backup right wheel speed sensor 33, the first bus 70, the second bus 80, the air reservoir 90, the first power source and the second power source.

The brake controller 10 is respectively in communication connection with the front axle valve 20 and the rear axle valve 30 through a first bus 70, the whole vehicle controller 40 is respectively in communication connection with the backup valve 50 through a second bus 80, the backup valve 50 is respectively in communication connection with the front axle valve 20 and the rear axle valve 30, the front axle right wheel speed sensor 21 is in communication connection with the front axle valve 20, the front axle Zuo Lunsu sensor 22 is in communication connection with the front axle valve 20, the rear axle right wheel speed sensor 31 is in communication connection with the rear axle valve 30, the rear axle Zuo Lunsu sensor 32 is in communication connection with the rear axle valve 30, the front axle backup left wheel speed sensor 24 is in communication connection with the backup valve 50, the front axle backup right wheel speed sensor 23 is in communication connection with the backup valve 50, the rear axle backup left wheel speed sensor 34 is in communication connection with the backup valve 50, the rear axle backup right wheel speed sensor 33 is in communication connection with the backup valve 50, the first power supply is in electric connection with the brake controller 10, the second power supply is in electric connection with the whole vehicle controller 40, the brake master valve 60 is in mechanical connection with the backup valve 50, the front axle valve 20 and the rear axle valve 30, and the air reservoir 90 are in communication with the brake master valve 60.

Wherein, the brake master valve 60 is mechanically connected with the backup valve 50, the front axle valve 20 and the rear axle valve 30 for mechanical braking of a driver;

the air reservoir 90 is connected to the master valve 60 for providing the air source required for mechanical braking.

The working principle of the redundant line control and braking system in this embodiment includes: when a brake request is detected, the brake controller 10 is used as a main controller, at least one of a first front axle brake signal and a first rear axle brake signal is generated according to the brake request, and the front axle valve 20 is used for realizing front axle electric control braking according to the first front axle brake signal, namely, applying brake moment to the front wheels of the vehicle to realize braking control to the front wheels of the vehicle, and reducing the speed of the vehicle; the rear axle valve 30 is used for realizing rear axle electric control braking according to the first rear axle braking signal, namely, applying braking moment to the rear wheels of the vehicle to realize braking control to the rear wheels of the vehicle, and reducing the speed of the vehicle.

If the vehicle controller 40 detects that the brake controller 10 fails, the vehicle controller 40 is configured to generate at least one of a second front axle brake signal and a second rear axle brake signal according to the brake request; the backup valve 50 is configured to control a mechanical braking function of the front axle valve 20 according to the second front axle braking signal to implement front axle braking, and control a mechanical braking function of the rear axle valve 30 according to the second rear axle braking signal to implement rear axle braking, where the backup valve 50 is mechanically connected to the front axle valve 20 or the rear axle valve 30 to implement redundancy backup.

When the electric control function of the front axle valve 20 fails, after the brake controller 10 detects a brake request, a first front axle brake signal is generated and transmitted to the whole vehicle controller 40; the vehicle controller 40 transmits the first front axle braking signal to the backup valve 50, and the backup valve 50 outputs a mechanical signal according to the first front axle braking signal, and the mechanical signal is used as a mechanical signal input of the front axle valve 20 to drive mechanical output so as to realize front axle braking. The brake controller 10 is further configured to transmit the first rear axle brake signal to the vehicle controller 40 when the electric control function of the rear axle valve 30 fails; the vehicle controller 40 is further configured to transmit the first rear axle brake signal to the backup valve 50; the backup valve 50 is further configured to control a mechanical braking function of the rear axle valve 30 according to the first rear axle braking signal to implement rear axle braking.

The first power supply is electrically connected with the brake controller 10 and supplies power to the brake controller 10; the second power supply is electrically connected to the brake controller 10, and the vehicle controller 40 supplies power. The first power supply and the second power supply are two independent power supply systems, and the brake controller 10 and the vehicle controller 40 are controlled by the two independent power supplies.

The front axle right wheel speed sensor 21 is in communication connection with the front axle valve 20, the front axle Zuo Lunsu sensor 22 is in communication connection with the front axle valve 20, the rear axle right wheel speed sensor 31 is in communication connection with the rear axle valve 30, the rear axle Zuo Lunsu sensor 32 is in communication connection with the rear axle valve 30, and is used for detecting a frequency signal of each wheel rotation and determining the rotational speed of the wheel according to the frequency signal, and the brake controller 10 can determine a corresponding wheel speed state according to the wheel speed signal; the front axle backup left wheel speed sensor 24 is in communication connection with the backup valve 50, the front axle backup right wheel speed sensor 23 is in communication connection with the backup valve 50, the rear axle backup left wheel speed sensor 34 is in communication connection with the backup valve 50, the rear axle backup right wheel speed sensor 33 is in communication connection with the backup valve 50, when a brake braking signal is detected, the whole vehicle controller 40 calculates front axle braking pressure and rear axle braking pressure according to a braking instruction and sends the front axle braking pressure and the rear axle braking pressure to the backup valve 50, the backup valve 50 receives a command of the whole vehicle controller 40 and outputs two paths of mechanical signals, and then the backup valve 50 controls the front axle valve 20 to realize front axle braking through the mechanical signal converted from the front axle braking pressure, or the backup valve 50 controls the rear axle valve 30 to realize rear axle braking through the mechanical signal converted from the rear axle braking pressure.

In this embodiment, the brake controller 10 and the vehicle controller 40 have two independent first power supplies and second power supplies, the vehicle controller 40 is used as a backup controller of the brake controller 10, the backup valve 50 is used as a backup of the front axle valve 20 and the rear axle valve 30, a group of backup wheel speed sensors is added, the backup valve and the brake master valve are in parallel connection, when one set of brake control fails, the other brake control takes over, redundancy of the whole set of brake by wire is realized, and no driver control requirement of automatic driving can be realized under any single point failure condition. In addition, when the electronic control fails, the driver can tread the brake master valve 60 to realize the braking function, and when the brake pedal is stepped on, the master valve 60 opens a channel from the air reservoir to the brake air chamber, so that compressed air in the air reservoir 90 enters the brake air chamber through the brake valve, and pushes the brake shoe to open through the transmission piece to press the brake drum, thereby enabling the wheels to generate braking action.

The application provides a vehicle. The vehicle comprises the redundant brake-by-wire system in the above embodiments.

According to the redundant line control braking system, through adding an extra wheel speed sensor, a backup valve, a power supply and an actuator on the original EBS (Electronic Brake Systems, electronic braking system, EBS for short) scheme, a part of control algorithm is backed up to the whole vehicle controller, redundancy of the whole set of line control braking is achieved, dual braking effects of air pressure braking and motor braking can be achieved, braking efficiency is high, control is accurate, and a driver is not required to take over control after any single point in the system fails to meet the requirement of full-automatic driving. And after the brake-by-wire controller fails, the brake-by-wire controller still has a mechanical pneumatic braking effect and has high safety performance.

In the description of the present application, reference to the terms "some embodiments," "other embodiments," and the like, means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this application, the schematic description of the above terms does not necessarily refer to the same embodiment or example.

The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the same, but is susceptible to various modifications, combinations and variations by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims (10)

1. A redundant brake-by-wire system, the system comprising:

a brake controller for generating at least one of a first front axle brake signal and a first rear axle brake signal;

the front axle valve is in communication connection with the brake controller and is used for realizing front axle electric control braking according to the first front axle braking signal;

the rear axle valve is in communication connection with the brake controller and is used for realizing rear axle electric control braking according to the first rear axle braking signal;

the whole vehicle controller is in communication connection with the brake controller and is used for generating at least one of a second front axle brake signal and a second rear axle brake signal under the condition that the brake controller fails; a kind of electronic device with high-pressure air-conditioning system

The backup valve is in communication connection with the whole vehicle controller, and is respectively and mechanically connected with the front axle valve and the rear axle valve, and is used for controlling the mechanical braking function of the front axle valve according to the second front axle braking signal so as to realize front axle braking and controlling the mechanical braking function of the rear axle valve according to the second rear axle braking signal so as to realize rear axle braking.

2. The redundant brake-by-wire system of claim 1, wherein the brake controller is further configured to transmit the first front axle brake signal to the vehicle controller when the front axle valve electrical control function fails; the whole vehicle controller is also used for transmitting the first front axle braking signal to the backup valve; the backup valve is also used for controlling the mechanical braking function of the front axle valve according to the first front axle braking signal so as to realize front axle braking.

3. The redundant brake-by-wire system of claim 1, wherein the brake controller is further configured to transmit the first rear axle brake signal to the vehicle controller when the rear axle valve electrical control function fails; the whole vehicle controller is also used for transmitting the first rear axle braking signal to the backup valve; the backup valve is also used for controlling the mechanical braking function of the rear axle valve according to the first rear axle braking signal so as to realize rear axle braking.

4. The redundant brake-by-wire system of claim 1, wherein the brake controller is communicatively coupled to the front axle valve and the rear axle valve via a first bus, and the vehicle controller is communicatively coupled to the backup valve via a second bus.

5. A redundant brake-by-wire system according to claim 1, wherein the system further comprises:

the front axle Zuo Lunsu sensor is in communication connection with the front axle valve and is used for detecting a front axle left wheel speed signal;

the front axle right wheel speed sensor is in communication connection with the front axle valve and is used for detecting a front axle right wheel speed signal;

the rear axle Zuo Lunsu sensor is in communication connection with the rear axle valve and is used for detecting a rear axle left wheel speed signal;

the rear axle right wheel speed sensor is in communication connection with the rear axle valve and is used for detecting a rear axle right wheel speed signal;

the brake controller is also used for determining the wheel speed state of the left wheel of the front axle according to the wheel speed signal of the left wheel of the front axle, determining the wheel speed state of the right wheel of the front axle according to the wheel speed signal of the right wheel of the front axle, determining the wheel speed state of the left wheel of the rear axle according to the wheel speed signal of the left wheel of the rear axle, and determining the wheel speed state of the right wheel of the rear axle according to the wheel speed signal of the right wheel of the rear axle.

6. The redundant brake-by-wire system of claim 5, further comprising:

the front axle back-up left wheel speed sensor is in communication connection with the back-up valve and is used for detecting a front axle left wheel speed signal;

the front axle back-up right wheel speed sensor is in communication connection with the back-up valve and is used for detecting a front axle right wheel speed signal;

the rear axle backup left wheel speed sensor is in communication connection with the backup valve and is used for detecting a rear axle left wheel speed signal;

the rear axle back-up right wheel speed sensor is in communication connection with the back-up valve and is used for detecting a rear axle right wheel speed signal;

the whole vehicle controller is also used for determining the wheel speed state of the left wheel of the front axle according to the wheel speed signal of the left wheel of the front axle, determining the wheel speed state of the right wheel of the front axle according to the wheel speed signal of the right wheel of the front axle, determining the wheel speed state of the left wheel of the rear axle according to the wheel speed signal of the left wheel of the rear axle, and determining the wheel speed state of the right wheel of the rear axle according to the wheel speed signal of the right wheel of the rear axle.

7. The redundant brake-by-wire system of claim 5, wherein the brake controller is further configured to control actuation of the anti-lock brake system if the wheel speed status of any of the wheels is determined to be a stuck state.

8. A redundant brake-by-wire system according to any one of claims 1 to 7, further comprising:

the first power supply is electrically connected with the brake controller and is used for supplying power to the brake controller;

and the second power supply is electrically connected with the whole vehicle controller and is used for supplying power to the whole vehicle controller.

9. A redundant brake-by-wire system according to any one of claims 1 to 7, further comprising:

the brake master valve is mechanically connected with the backup valve, the front axle valve and the rear axle valve and used for mechanical braking of a driver;

and the air storage cylinder is connected with the brake master valve and is used for providing an air source required by mechanical braking.

10. A vehicle comprising a redundant brake-by-wire system as claimed in any one of claims 1 to 9.

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