CN115431998A - Braking system control framework and method of double-main ECU framework - Google Patents
Braking system control framework and method of double-main ECU framework Download PDFInfo
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- CN115431998A CN115431998A CN202211023327.1A CN202211023327A CN115431998A CN 115431998 A CN115431998 A CN 115431998A CN 202211023327 A CN202211023327 A CN 202211023327A CN 115431998 A CN115431998 A CN 115431998A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/023—Avoiding failures by using redundant parts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0002—Automatic control, details of type of controller or control system architecture
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0062—Adapting control system settings
- B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
- B60W2050/0095—Automatic control mode change
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to the technical field of brake systems, in particular to a brake system control framework and a method of a double-master ECU framework. A braking system control architecture of two main ECU architectures, includes footboard, footboard simulator, central controller, its characterized in that: the tail end of the pedal assembly is connected with a pedal simulator, a pedal position sensor and a pedal sensor are respectively arranged on the pedal simulator, the signal output end of the pedal position sensor is connected with the main ECU control mechanism, and the signal output end of the pedal sensor is connected with the redundant ECU control mechanism; the main ECU control mechanism is connected with the redundant ECU control mechanism through a CAN communication line I. Compared with the prior art, the braking system control framework and the method of the double-main-ECU framework are provided, a redundant ECU framework system is added, the switching of multiple modes is achieved, and the driving safety performance is improved.
Description
Technical Field
The invention relates to the technical field of brake systems, in particular to a brake system control framework and a method of a double-master ECU framework.
Background
The traditional automobile brake system is mainly controlled by a single ECU control framework, the application of the automatic driving technology is more and more extensive, the dry brake technology EMB which is more adaptive to the automatic driving is produced, and the traditional single ECU framework system can not meet the requirement of the automatic driving on the redundancy safety control. Therefore, it is important to design a redundant ECU architecture system based on the original single ECU architecture system.
Disclosure of Invention
The invention provides a braking system control framework with a double-main ECU framework and a method thereof for overcoming the defects of the prior art, adds a redundant ECU framework system, has the switching of various modes, and improves the driving safety performance.
A braking system control architecture of two main ECU architectures, includes footboard, footboard simulator, central controller, its characterized in that: the tail end of the pedal assembly is connected with a pedal simulator, a pedal position sensor and a pedal sensor are respectively arranged on the pedal simulator, the signal output end of the pedal position sensor is connected with the main ECU control mechanism, and the signal output end of the pedal sensor is connected with the redundant ECU control mechanism; the main ECU control mechanism is connected with the redundant ECU control mechanism through a CAN communication line I.
The main ECU control mechanism comprises a central controller and EMB controllers, the EMB controllers are 4, the 4 EMB controllers are respectively arranged on 4 wheels, the input end of the central controller is connected with the signal output end of the pedal position sensor, and the output end of the central controller is respectively connected with the 4 EMB controllers through a second CAN communication circuit.
Redundant ECU control mechanism include redundant central controller, EMB controller, the EMB controller be equipped with 4, 4 EMB controllers set up respectively on 4 wheels, the input of redundant central controller is connected with the signal output part of pedal sensor, the output of redundant central controller passes through CAN communication line three and connects 4 EMB controllers respectively.
The control method comprises the following steps:
s1, when a system is in a normal working mode, a service braking request of a driver is simultaneously input to a main central controller of a main ECU control mechanism and a redundant central controller of a redundant ECU control mechanism through a pedal position sensor signal of a pedal simulator, and 4 EMB controllers only respond to a service braking instruction of the main central controller;
s2, when the main ECU control mechanism fails or responds, the 4 EMB controllers ignore the instruction of the main central controller, the service braking request of a driver is simultaneously input to the redundant central controller of the redundant ECU control mechanism through the pedal sensor signal of the pedal simulator, and the 4 EMB controllers respond to the service braking instruction of the redundant central controller;
s3, when the pedal position sensor fails or does not respond, the step S2 is carried out;
s4, when the pedal sensor fails or does not respond, performing the step S1;
and S5, when the pedal position sensor and the pedal sensor fail or do not respond at the same time, a driver can pull up a brake switch of the electronic parking system, and a main central controller of the main ECU control mechanism sends braking instructions to the 4 EMB controllers according to a preset service braking deceleration program.
Compared with the prior art, the invention provides the braking system control framework with the double-main-ECU framework and the method thereof, a redundant ECU framework system is added, the switching of various modes is realized, and the driving safety performance is improved.
Drawings
FIG. 1 is a control flow chart of the present invention in a normal mode.
Fig. 2 is a control flow chart of the present invention in the event of a failure or non-response of the main ECU control mechanism.
Fig. 3 is a control flow chart of the present invention in the case where both pedal stroke sensors fail or fail to respond.
Referring to fig. 1 to 3,1, a pedal assembly, 2 a pedal simulator, 3 a pedal position sensor, 4 a pedal sensor, 5 a central controller, 6 a redundant central controller, 7 an EMB controller, 8 a first CAN communication line, 9 a second CAN communication line, 10 a third CAN communication line, and 11 a brake switch.
Detailed Description
The invention is further illustrated below with reference to the accompanying drawings.
As shown in fig. 1, the tail end of a pedal assembly 1 is connected with a pedal simulator 2, the pedal simulator 2 is respectively provided with a pedal position sensor 3 and a pedal sensor 4, the signal output end of the pedal position sensor 3 is connected with a main ECU control mechanism, and the signal output end of the pedal sensor 4 is connected with a redundant ECU control mechanism; the main ECU control mechanism is connected with the redundant ECU control mechanism through a CAN communication line I8.
The main ECU control mechanism comprises a central controller and an EMB controller, wherein 4 EMB controllers 7 are arranged, 4 EMB controllers 7 are respectively arranged on 4 wheels, the input end of the central controller 5 is connected with the signal output end of the pedal position sensor 3, and the output end of the central controller 5 is respectively connected with the 4 EMB controllers 7 through a CAN communication line II 9.
Redundant ECU control mechanism includes redundant central controller, EMB controller 7 be equipped with 4, 4 EMB controllers 7 set up respectively on 4 wheels, the input of redundant central controller 6 is connected with pedal sensor 4's signal output part, 4 EMB controllers 7 are connected respectively through three 10 connection of CAN communication line to the output of redundant central controller 6.
As shown in fig. 1 to 3, a control method of a brake system control architecture of a dual master ECU architecture is as follows:
s1, when the system is in a normal working mode, a service braking request of a driver is simultaneously input to a main central controller 5 of a main ECU control mechanism and redundant central controllers 6,4 EMB controllers 7 of a redundant ECU control mechanism through signals of pedal position sensors 3 of a pedal simulator 2, and only a service braking instruction of the main central controller 5 is responded;
s2, when the main ECU control mechanism fails or responds, the 4 EMB controllers 7 ignore the instruction of the main central controller 5, and the service braking request of the driver is simultaneously input to the redundant central controllers 6,4 of the redundant ECU control mechanism through the signals of the pedal sensors 4 of the pedal simulator 2 to respond to the service braking instruction of the redundant central controller 6;
s3, when the pedal position sensor 3 fails or does not respond, the step S2 is carried out;
s4, when the pedal sensor 4 fails or does not respond, the step S1 is carried out;
and S5, when the pedal position sensor 3 and the pedal sensor 4 fail or do not respond at the same time, a driver can pull up the brake switch 11 of the electronic parking system, and the main central controller 5 of the main ECU control mechanism sends braking instructions to the 4 EMB controllers 7 according to a preset service braking deceleration program.
The ECU of the invention is an electronic control unit, the EMB is an embedded memory, the EPB is an electronic parking system, the 4-wheel dry-type electromechanical braking system with a double-main ECU structure comprises a central controller 5, a redundant central controller 6,4 wheel side EMB controllers 7, an electronic brake pedal with double sensors, an EPB electronic parking switch and the like.
The central controller is composed of a central controller 5 and a redundant central controller 6, the two central controllers are respectively connected with the pedal position sensor 3 and the pedal sensor 4, brake control operation is carried out simultaneously, and signal interaction is carried out with the 4 EMB controllers 7 through two CAN communication lines respectively, namely, each EMB controller 7 receives signals of the central controller 5 and the redundant central controller 6 simultaneously.
The brake switch 11 of the electronic parking system is signal-input to the central controller 5, and this switch is input as an instruction for electronic parking application and release when the vehicle is stationary.
As shown in fig. 1, in the normal operating state, a service braking request of a driver is simultaneously input to the main central controller 5 of the main ECU control mechanism and the redundant central controllers 6,4 EMB controllers 7 of the redundant ECU control mechanism by signals of the pedal position sensor 3 of the pedal simulator 2, and only the service braking command of the main central controller 5 is responded.
As shown in fig. 2, the vehicle dynamic service brake downgrade mode 1: when the main ECU control mechanism fails or responds, the 4 EMB controllers 7 ignore the instruction of the main central controller 5, and the service braking request of the driver is simultaneously input to the redundant central controllers 6,4 of the redundant ECU control mechanisms through the signals of the pedal sensors 4 of the pedal simulator 2, so that the service braking instructions of the redundant central controllers 6 are responded by the 4 EMB controllers 7.
As shown in fig. 3, the vehicle dynamic service braking degraded mode 2: when the pedal position sensor 3 and the pedal sensor 4 fail or do not respond at the same time, a driver can pull up the brake switch 11 of the electronic parking system, and the main central controller 5 of the main ECU control mechanism sends braking instructions to the 4 EMB controllers 7 according to a preset service braking deceleration program.
Claims (4)
1. A braking system control architecture of a double-main ECU architecture comprises a pedal, a pedal simulator and a central controller, and is characterized in that: the tail end of the pedal assembly (1) is connected with a pedal simulator (2), a pedal position sensor (3) and a pedal sensor (4) are respectively arranged on the pedal simulator (2), the signal output end of the pedal position sensor (3) is connected with a main ECU control mechanism, and the signal output end of the pedal sensor (4) is connected with a redundant ECU control mechanism; the main ECU control mechanism is connected with the redundant ECU control mechanism through a CAN communication line I (8).
2. The braking system control architecture of a dual master ECU architecture of claim 1, wherein: the main ECU control mechanism comprises a central controller and an EMB controller, wherein the EMB controller (7) is provided with 4, the 4 EMB controllers (7) are respectively arranged on 4 wheels, the input end of the central controller (5) is connected with the signal output end of the pedal position sensor (3), and the output end of the central controller (5) is respectively connected with the 4 EMB controllers (7) through a CAN communication line II (9).
3. The braking system control architecture of a dual master ECU architecture of claim 1, wherein: redundant ECU control mechanism include redundant central controller, EMB controller (7) be equipped with 4, 4 EMB controller (7) set up respectively on 4 wheels, the input of redundant central controller (6) is connected with the signal output part of pedal sensor (4), the output of redundant central controller (6) passes through three (10) of CAN communication line and connects 4 EMB controller (7) respectively.
4. A control method of a braking system control architecture of a double-main ECU architecture is characterized in that: the control method comprises the following steps:
s1, when a system is in a normal working mode, a service braking request of a driver is simultaneously input to a main central controller (5) of a main ECU control mechanism and a redundant central controller (6) of a redundant ECU control mechanism through signals of a pedal position sensor (3) of a pedal simulator (2), and 4 EMB controllers (7) only respond to a service braking instruction of the main central controller (5);
s2, when the main ECU control mechanism fails or responds, 4 EMB controllers (7) ignore the instruction of the main central controller (5), the service braking request of a driver is simultaneously input to a redundant central controller (6) of the redundant ECU control mechanism through the signal of a pedal sensor (4) of a pedal simulator (2), and the 4 EMB controllers (7) respond to the service braking instruction of the redundant central controller (6);
s3, when the pedal position sensor (3) fails or does not respond, the step S2 is carried out;
s4, when the pedal sensor (4) fails or does not respond, the step S1 is carried out;
and S5, when the pedal position sensor (3) and the pedal sensor (4) fail or do not respond at the same time, a driver can pull up a brake switch (11) of the electronic parking system, and a main central controller (5) of the main ECU control mechanism sends a brake instruction to the 4 EMB controllers (7) according to a preset service brake deceleration program.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211023327.1A CN115431998A (en) | 2022-08-25 | 2022-08-25 | Braking system control framework and method of double-main ECU framework |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211023327.1A CN115431998A (en) | 2022-08-25 | 2022-08-25 | Braking system control framework and method of double-main ECU framework |
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| Publication Number | Publication Date |
|---|---|
| CN115431998A true CN115431998A (en) | 2022-12-06 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211023327.1A Pending CN115431998A (en) | 2022-08-25 | 2022-08-25 | Braking system control framework and method of double-main ECU framework |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115431998A (en) |
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2022
- 2022-08-25 CN CN202211023327.1A patent/CN115431998A/en active Pending
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