CN109204262B - Electronic hydraulic braking system with double power sources and hydraulic failure backup function - Google Patents
Electronic hydraulic braking system with double power sources and hydraulic failure backup function Download PDFInfo
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- CN109204262B CN109204262B CN201811005842.0A CN201811005842A CN109204262B CN 109204262 B CN109204262 B CN 109204262B CN 201811005842 A CN201811005842 A CN 201811005842A CN 109204262 B CN109204262 B CN 109204262B
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- 230000005540 biological transmission Effects 0.000 claims description 15
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- 230000001105 regulatory effect Effects 0.000 claims description 5
- 238000000034 method Methods 0.000 claims description 4
- 230000001276 controlling effect Effects 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000009977 dual effect Effects 0.000 description 2
- 230000001172 regenerating effect Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004146 energy storage Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
- B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
- B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The invention relates to an electronic hydraulic braking system for double-power source hydraulic failure backup, which controls a motor to work to generate torque according to a braking signal sent by an ECU (electronic control unit) when a vehicle brakes, pushes a main cylinder push rod to build pressure, and realizes independent control of wheel cylinder hydraulic pressure through four normally open electromagnetic valves and four hydraulic pressure sensors; by adding two normally closed electromagnetic valves, a low-pressure accumulator and a hydraulic pump, the hydraulic pump can assist in rapid pressure reduction, so that the hydraulic pressure of a low-pressure loop is stable, and the hydraulic pressure of a wheel cylinder can be established as a standby power source. Compared with the prior art, the wheel cylinder is rapid and flexible in pressure reduction, has low requirements on the performance of the electromagnetic valve, and can realize a braking anti-lock function; in addition, the invention has auxiliary standby power source, can realize the function of failure backup, and is safe and reliable.
Description
Technical Field
The invention relates to the technical field of automobile braking, in particular to an electronic hydraulic braking system with double power sources and hydraulic failure backup.
Background
The electric automobile has the advantages of cleanness, no pollution, high energy efficiency and the like, and becomes a main direction of future development of the automobile industry. The braking system does not depend on manpower to brake when the vehicle is automatically driven, so that the problem to be solved is solved.
The electronic hydraulic brake system (electro hydraulic brake system, EHB) is a newer type of brake system, is a brake-by-wire system, replaces part of the mechanical elements with electronic elements, and does not directly connect the brake pedal with the brake master cylinder any more, and utilizes the sensor to collect the driver operation information and identify the control intention, and the hydraulic actuator is used to complete the braking operation. In the braking process of the new energy automobile, the hydraulic braking force is applied to the wheels, and meanwhile, the driving motor is enabled to work in a regenerative braking state to apply regenerative braking force to the wheels, so that the energy generated during braking is recovered and stored in the energy storage equipment for reuse while the effective braking of the automobile is completed.
Electro-hydraulic braking systems have several advantages over conventional hydraulic brakes: the structure is compact, and the braking performance is improved; (2) the control is convenient and reliable, and the braking noise is obviously reduced; (3) The vacuum device is not needed, and the feeling of a brake pedal and the like are effectively lightened. Because of the above-described advantages of the electro-hydraulic brake system, ford automobile companies installed EHB systems on an electric car as early as 1993, and general companies adopted EHB on a car as later. Currently, the new SL500 from the company "gallop" also employs EHB, which is the first vehicle in the world to use brake-by-wire technology, and which is provided by the company "bosch" as part of the electronically controlled brake system SBC (Sensotronic Brake Control).
When the main power source fails, the existing automobile brake system has no power source which can be backed up to assist the operation of the system, so that the reliability of the system is poor. In addition, the existing automobile braking system has more components and parts, larger volume, slower wheel cylinder pressure reduction speed and poorer control when realizing the anti-lock braking function.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide an electronic hydraulic braking system with double power sources for hydraulic failure backup.
The aim of the invention can be achieved by the following technical scheme:
The utility model provides an electronic hydraulic braking system of double power source hydraulic failure backup, includes brake control module and brake module, brake control module include brake master cylinder and the reservoir that is connected with the brake master cylinder, brake module include front wheel branch road, rear wheel branch road that are connected respectively with the brake master cylinder, front wheel branch road include the front left wheel cylinder branch road and the front right wheel cylinder branch road including the front right wheel cylinder that the front left wheel brake cylinder is inside, rear wheel branch road include the rear left wheel cylinder branch road and the rear right wheel cylinder branch road that the rear right wheel brake cylinder is inside, brake module still include auxiliary power source return circuit and failure control unit, one end of failure control unit be connected with the brake master cylinder, the other end is connected with the reservoir, when front wheel branch road adopts the brake master cylinder to reduce pressure, be equipped with auxiliary power source return circuit between front left wheel cylinder branch road, the rear right wheel cylinder branch road, when rear wheel branch road adopts the brake master cylinder to reduce pressure, be equipped with auxiliary power source return circuit between front left wheel branch road, the front right wheel cylinder branch road.
Preferably, the brake control module further comprises an ECU, a motor, a speed reduction transmission mechanism and a brake pedal, wherein the motor, the speed reduction transmission mechanism and the brake pedal are respectively connected with the ECU, the speed reduction transmission mechanism comprises a worm, a worm wheel connected with the worm, a gear coaxially arranged with the worm wheel and a rack connected with the gear, the motor is connected with the speed reduction transmission mechanism, and a push rod of the brake master cylinder is connected with the rack of the speed reduction transmission mechanism.
Preferably, the auxiliary power source loop comprises a low-pressure accumulator, a one-way valve and a hydraulic pump, wherein the low-pressure accumulator is connected with a left rear wheel brake cylinder and a right rear wheel brake cylinder through a first normally closed electromagnetic valve and a second normally closed electromagnetic valve respectively, or is connected with a left front wheel brake cylinder and a right front wheel brake cylinder through a third normally closed electromagnetic valve and a fourth normally closed electromagnetic valve respectively, one end of the hydraulic pump is connected with the brake master cylinder, the other end of the hydraulic pump is connected with the one-way valve, the one-way valve is connected with the left rear wheel brake cylinder through the first normally closed electromagnetic valve or is connected with the left front wheel brake cylinder through the third normally closed electromagnetic valve, and the one-way valve is connected with the right rear wheel brake cylinder through the second normally closed electromagnetic valve or is connected with the right front wheel brake cylinder through the fourth normally closed electromagnetic valve.
Preferably, the failure control unit comprises a secondary main cylinder, an adjusting mechanism, a decoupling cylinder, a pedal feel simulator and three failure control electromagnetic valves, one end of the decoupling cylinder is connected with a push rod of the automatic main cylinder, the other end of the decoupling cylinder is connected with the adjusting mechanism and the secondary main cylinder in sequence and then connected with a brake pedal, the secondary main cylinder is connected with the pedal feel simulator through a secondary main cylinder hydraulic pressure sensor, and the pedal feel simulator, the secondary main cylinder and the decoupling cylinder are respectively connected with the liquid storage tank through one failure control electromagnetic valve.
Preferably, the adjusting mechanism is a mechanical adapter.
Preferably, the brake master cylinder is connected with the left front wheel brake cylinder through a first master cylinder hydraulic pressure sensor, a first normally open electromagnetic valve and a first wheel cylinder hydraulic pressure sensor which are sequentially connected, the brake master cylinder is connected with the right front wheel brake cylinder through a first master cylinder hydraulic pressure sensor, a second normally open electromagnetic valve and a second wheel cylinder hydraulic pressure sensor which are sequentially connected, the brake master cylinder is connected with the right rear wheel brake cylinder through a second master cylinder hydraulic pressure sensor, a fourth normally open electromagnetic valve and a fourth wheel cylinder hydraulic pressure sensor which are sequentially connected, and the brake master cylinder is connected with the left rear wheel brake cylinder through a second master cylinder hydraulic pressure sensor, a third normally open electromagnetic valve and a third wheel cylinder hydraulic pressure sensor which are sequentially connected.
Preferably, the ECU is connected with three failure control solenoid valves, a secondary master cylinder hydraulic pressure sensor, a first master cylinder hydraulic pressure sensor, a second master cylinder hydraulic pressure sensor, a first normally open solenoid valve, a second normally open solenoid valve, a third normally open solenoid valve, a fourth normally open solenoid valve, a first normally closed solenoid valve, and a second normally closed solenoid valve, respectively.
Preferably, the system comprises two power source working modes, and the specific contents are as follows:
During normal operation, the ECU obtains a braking signal of a brake pedal, then controls a motor to rotate, a push rod of a brake master cylinder is pushed by a speed reduction transmission mechanism to build pressure of a brake system, a normally open electromagnetic valve corresponding to each brake cylinder is opened, each brake cylinder generates braking force, and the ECU controls a failure control valve to enable a pedal feel simulator to be communicated with a liquid storage tank and enable a secondary master cylinder to be closed, so that the pedal feel simulator senses;
When the motor fails, the failure control electromagnetic valve enables the secondary main cylinder, the adjusting mechanism and the decoupling cylinder to be connected in a rigid mode, the secondary main cylinder is directly pushed to reduce pressure and build pressure after a brake pedal is stepped on, each brake cylinder generates braking force, and the hydraulic pump is used as a standby power source to assist the brake main cylinder to increase pressure.
Preferably, when the system is in operation, the hydraulic pressure of each brake cylinder of the front wheel and each brake cylinder of the rear wheel is controlled to be independently controlled, and the method specifically comprises the following steps:
1) The ECU obtains the braking force requirement of each braking wheel cylinder by pressing the braking pedal;
2) The motor rotates to adjust the hydraulic pressure of the brake master cylinder;
3) The braking force requirements of each braking wheel cylinder of the ECU are independently regulated through controlling the electromagnetic valve;
4) The brake master cylinder is depressurized through motor reversal, and the low-pressure accumulator is depressurized through hydraulic pump operation.
In the step 3), when the front wheel branch adopts the brake master cylinder to reduce pressure and an auxiliary power source loop is arranged between the left rear wheel cylinder branch and the right rear wheel cylinder branch, the specific principle of the system for adjusting the pressure is as follows:
When the front wheels need to be pressurized, the ECU controls the forward rotation of the motor to push the push rod of the brake master cylinder to realize system pressurization, the first normally open electromagnetic valve and the second normally open electromagnetic valve are powered off, and the hydraulic pressure of the front wheels is improved; when the front wheels need to be depressurized, the ECU controls the motor to reversely rotate to reduce the system hydraulic pressure of the brake master cylinder, the first normally open electromagnetic valve and the second normally open electromagnetic valve are powered off, and the hydraulic pressure of the front wheels is reduced; when the front wheel needs to be pressure-maintaining, the first normally open electromagnetic valve and the second normally open electromagnetic valve are electrified, and the front wheel braking loop is closed to enable the front wheel to be pressure-maintaining;
When the rear wheels need to be pressurized, the ECU controls the forward rotation of the motor to push the push rod of the brake master cylinder to realize system pressurization, the third normally open electromagnetic valve and the fourth normally open electromagnetic valve are powered off, and the hydraulic pressure of the rear wheels is improved; when the rear wheel needs to be depressurized, a normally open electromagnetic valve of a corresponding wheel cylinder which needs to be depressurized is powered off and opened, a normally closed electromagnetic valve is powered on and opened, and the left rear wheel brake wheel cylinder or the right rear wheel brake wheel cylinder is assisted by the low-pressure accumulator and the hydraulic pump to quickly depressurize; when the rear wheel needs to be pressure-maintaining, the third normally-open electromagnetic valve and the fourth normally-open electromagnetic valve are electrified, the first normally-closed electromagnetic valve and the second normally-closed electromagnetic valve are powered off, and the rear wheel braking loop is closed to enable the rear wheel cylinder to be pressure-maintaining;
When the front wheel needs to be pressurized and the rear wheel needs to be depressurized, the ECU controls the forward rotation of the motor to push the push rod of the brake master cylinder to realize system pressurization, the first normally open electromagnetic valve and the second normally open electromagnetic valve are powered off and opened, so that the hydraulic pressure of the front wheel is improved, the normally open electromagnetic valve of the corresponding wheel cylinder needing to be depressurized is powered off, the normally closed electromagnetic valve is powered on and opened, and the left rear wheel brake wheel cylinder or the right rear wheel brake wheel cylinder is depressurized through the low-pressure accumulator and the hydraulic pump;
When the front wheel needs to be depressurized and the rear wheel needs to be pressurized, the ECU controls the motor to reversely rotate to reduce the system hydraulic pressure of the brake master cylinder, the first normally open electromagnetic valve and the second normally open electromagnetic valve are powered off and opened, the hydraulic pressure of the front wheel is reduced, the third normally open electromagnetic valve and the fourth normally open electromagnetic valve are powered on and closed, and the rear wheel is maintained; when the front wheel meets the pressure reducing requirement, the first normally open electromagnetic valve and the second normally open electromagnetic valve are electrified and closed, the front wheel is used for maintaining pressure, the ECU controls the forward rotation of the motor to push the push rod of the brake master cylinder to realize system pressure increasing, the third normally open electromagnetic valve and the fourth normally open electromagnetic valve are powered off and opened, and the hydraulic pressure of the rear wheel is improved.
When the auxiliary power source loop is arranged on the front wheel cylinder branch, the implementation steps of the system are the same as the principle when the auxiliary power source loop is arranged on the rear wheel cylinder branch.
Compared with the prior art, the invention has the following advantages:
(1) According to the invention, the hydraulic pump is used as an auxiliary standby power source, when the main power source motor fails, the hydraulic pump and the low-pressure accumulator are combined to realize the pressure building of the wheel cylinder, so that the reliability of the system is improved;
(2) The front wheel or rear wheel cylinder of the system is quick and flexible in pressure reduction, has low requirements on the performance of the electromagnetic valve, can realize a braking anti-lock function only by four normally open electromagnetic valves, two normally closed electromagnetic valves, a low-pressure accumulator and a hydraulic pump, and can obtain good control effect;
(3) The system of the invention uses the motor to decompress, the volume is small, the weight of the whole system is reduced;
(4) The system can independently control each wheel cylinder, the pressure increase and decrease of the wheel cylinders are flexible, and the pressure reduction speed of the wheel cylinders can be improved.
Drawings
FIG. 1 is a schematic diagram of an electro-hydraulic brake system with dual power source hydraulic fail-back when a rear wheel cylinder is connected to an auxiliary power source circuit;
FIG. 2 is a schematic diagram of an electro-hydraulic brake system with dual power source hydraulic fail-back when a front wheel cylinder is connected to an auxiliary power source circuit;
FIG. 3 is a schematic diagram of the workflow of the system of the present invention in regulating pressure;
the reference numerals in fig. 1 and 2 denote:
1. ECU,2, battery, 3, DC/AC converter, 4, motor, 5, reduction gear, 6, reservoir, 7, brake pedal, 8, pedal displacement sensor, 9, secondary master cylinder, 10, adjustment mechanism, 11, decoupling cylinder, 12, brake master cylinder, 13, pedal feel simulator, 14, secondary master cylinder hydraulic pressure sensor, 15, first normally open solenoid valve, 16, second normally open solenoid valve, 17, third normally open solenoid valve, 18, fourth normally open solenoid valve, 19, first normally closed solenoid valve, 20, second normally closed solenoid valve, 21, first wheel cylinder hydraulic pressure sensor, 22, second wheel cylinder hydraulic pressure sensor, 23, third wheel cylinder hydraulic pressure sensor, 24, fourth wheel cylinder hydraulic pressure sensor, 25, left front wheel brake cylinder, 26, right front wheel brake cylinder, 27, left rear wheel brake cylinder, 28, right rear wheel brake cylinder, 29, first wheel failure control solenoid valve, 30, second failure control solenoid valve, 31, third failure control solenoid valve, 32, first master cylinder hydraulic pressure sensor, 33, second master cylinder hydraulic pressure sensor, 34, low pressure accumulator, 35, normally closed solenoid valve, 36, fourth hydraulic pressure pump, 37, fourth hydraulic pressure valve, 38.
Detailed Description
The invention will now be described in detail with reference to the drawings and specific examples.
The invention relates to an electronic hydraulic brake system with double power source hydraulic failure backup, which consists of an ECU1 (Electronic Control Unit, an electronic control unit), a storage battery 2, a DC/AC converter 3, a motor 4, a reduction transmission mechanism 5, a liquid storage tank 6, a brake pedal 7, a secondary master cylinder 9, an adjusting mechanism 10, a decoupling cylinder 11, a brake master cylinder 12, a pedal feel simulator 13, an electromagnetic valve, a low-pressure accumulator 34, a hydraulic pump 36, a one-way valve 35, a hydraulic pressure sensor, a wheel cylinder control electromagnetic valve and a brake wheel cylinder.
The ECU1 controls the respective solenoid valves and the hydraulic pressure sensor. The ECU1 is connected to a DC/AC converter 3, the DC/AC converter 3 is connected to a motor 4, and the motor 4 is connected to a reduction gear mechanism 5. The reduction transmission mechanism 5 comprises a worm connected with the motor 4, a worm wheel connected with the worm, a rack and a rack. The master cylinder 12 includes a cylinder body, a piston, a push rod, a front chamber, and a rear chamber. The push rod of the brake master cylinder 12 is connected with racks of the decoupling cylinder 11, the adjusting mechanism 10, the secondary master cylinder 9 and the reduction transmission mechanism 5 in sequence. The secondary master cylinder 9 is connected to the brake pedal 7, the brake pedal 7 is connected to the pedal displacement sensor 8, and the pedal displacement sensor 8 is connected to the ECU 1. The adjustment mechanism 10 is preferably a mechanical adapter.
The secondary master cylinder 9 is connected to a secondary master cylinder hydraulic pressure sensor 14, the secondary master cylinder hydraulic pressure sensor 14 is connected to a first failure control solenoid valve 29, and the first failure control solenoid valve 29 is connected to the reservoir 6. The secondary master cylinder 9 is connected to a second failure control solenoid valve 30, and the second failure control solenoid valve 30 is connected to the reservoir 6. The decoupling cylinder 11 is connected to a third failure control solenoid valve 31, and the third failure control solenoid valve 31 is connected to the reservoir 6.
The wheel cylinder control solenoid valves include a first failure control solenoid valve 29, a second failure control solenoid valve 30, and a third failure control solenoid valve 31.
The liquid storage tank 6 is connected with an oil inlet hole of the brake master cylinder 12. The brake master cylinder 12 is connected with the first master cylinder hydraulic pressure sensor 32, the first normally open electromagnetic valve 15 and the first wheel cylinder hydraulic pressure sensor 21 in sequence and then connected with the left front wheel brake wheel cylinder 25. The brake master cylinder 12 is connected with the first master cylinder hydraulic pressure sensor 32, the second normally open electromagnetic valve 16 and the second wheel cylinder hydraulic pressure sensor 22 in sequence and then connected with the right front wheel brake wheel cylinder 26. The rear cavity of the brake master cylinder 12 is connected with the second master cylinder hydraulic pressure sensor 33, the fourth normally open electromagnetic valve 18 and the fourth wheel cylinder hydraulic pressure sensor 24 in sequence and then connected with the right rear wheel brake cylinder 28. The brake master cylinder 12 is connected with the second master cylinder hydraulic pressure sensor 33, the third normally open electromagnetic valve 17 and the third wheel cylinder hydraulic pressure sensor 23 in sequence and then connected with the left rear wheel brake wheel cylinder 27.
As shown in fig. 1, the master cylinder 12 is connected in sequence with a hydraulic pump 36, a check valve 35, and a second normally closed solenoid valve 20, and then connected to the right rear wheel brake cylinder 28. The check valve 35 is connected with the low-pressure accumulator 34, and the low-pressure accumulator 34 is connected with the first normally-closed electromagnetic valve 19 and then connected with the left rear wheel brake cylinder 27.
As shown in fig. 2, the master cylinder 12 is connected in sequence with a hydraulic pump 36, a check valve 35, and a third normally closed solenoid valve 37, and then connected to the left front wheel brake cylinder 25. The check valve 35 is connected with the low-pressure accumulator 34, and the low-pressure accumulator 34 is connected with the fourth normally-closed electromagnetic valve 38 and then connected with the left rear wheel brake cylinder 26.
During normal operation, the ECU 1 obtains a braking signal that a driver steps on the brake pedal 7, then the motor 4 rotates, and the push rod of the brake master cylinder 12 is pushed by the speed reduction transmission mechanism 5 to build pressure on the brake system. The normally open solenoid valves 15, 16, 17, 18 corresponding to the respective brake cylinders are kept normally open, and the respective brake cylinders generate braking forces. The pedal feel simulator 13 is communicated with the reservoir 6 through the failure control valves 29, 30, 31, and the secondary master cylinder 9 is closed, thereby simulating pedal feel.
When the motor 4 fails, the first, second and third failure control solenoid valves 29, 30, 31 make the secondary master cylinder 9, the adjustment mechanism 10 and the decoupling cylinder 11 equivalently considered as a rigid connection,
After the brake pedal 7 is stepped on, the brake master cylinder 12 is directly pushed to build pressure, and each brake cylinder generates force. The hydraulic pump 36 may also assist in boosting the master cylinder 12 as a backup power source.
When the system is in operation, the hydraulic pressure of each wheel cylinder of the front wheel and each wheel cylinder of the rear wheel is controlled to be independently controlled, and the method specifically comprises the following steps:
1) The brake pedal 7 is depressed, and the ECU1 obtains the braking force requirement of each brake cylinder;
2) The motor 4 rotates to adjust the hydraulic pressure of the brake master cylinder 12;
3) The ECU1 independently adjusts the hydraulic pressure of each wheel cylinder by controlling the electromagnetic valve according to the braking force requirement of each brake wheel cylinder;
4) The master cylinder 12 is depressurized by reversing the motor 4, and the low pressure accumulator 34 is depressurized by operating the hydraulic pump 36.
In step 3), when the brake master cylinder 12 is used for pressure reduction in the front wheel branch, as shown in fig. 1, an auxiliary power source circuit is disposed between the left rear wheel cylinder branch 27 and the right rear wheel cylinder branch 28, specifically:
When the front wheels need to be pressurized, the ECU1 controls the forward rotation of the motor 4 to push the push rod of the brake master cylinder 12 to realize system pressurization, the first normally open electromagnetic valve 15 and the second normally open electromagnetic valve 16 are powered off, and the hydraulic pressure of the front wheels is improved; when the front wheels need to be depressurized, the ECU1 controls the motor 4 to reversely rotate to reduce the system hydraulic pressure of the brake master cylinder 12, the first normally open electromagnetic valve 15 and the second normally open electromagnetic valve 16 are powered off, and the front wheel hydraulic pressure is reduced; when the front wheel needs to be pressure-maintaining, the first normally open electromagnetic valve 15 and the second normally open electromagnetic valve 16 close the front wheel braking loop to enable the front wheel to be pressure-maintaining.
When the rear wheels need to be pressurized, the ECU1 controls the forward rotation of the motor 4 to push the push rod of the brake master cylinder 12 to realize system pressurization, the third normally open electromagnetic valve 17 and the fourth normally open electromagnetic valve 18 are powered off, and the hydraulic pressure of the rear wheels is improved; when the rear wheel needs to be depressurized, the normally open electromagnetic valve of the corresponding wheel cylinder which needs to be depressurized is powered off and opened, the normally closed electromagnetic valve is powered on and opened, and the left rear wheel brake wheel cylinder 27 or the right rear wheel brake wheel cylinder 28 is assisted by the low-pressure accumulator 34 and the hydraulic pump 36 to be depressurized rapidly; when the pressure of the rear wheel needs to be maintained, the third normally open electromagnetic valve 17 and the fourth normally open electromagnetic valve 18 are electrified, the first normally closed electromagnetic valve 19 and the second normally closed electromagnetic valve 20 are powered off, and the rear wheel braking loop is closed to maintain the pressure of the wheel cylinder of the rear wheel.
When the front wheel needs to be pressurized and the rear wheel needs to be depressurized, the ECU1 controls the motor 4 to rotate forwards to push the push rod of the brake master cylinder 12 to realize system pressurization, the first normally open electromagnetic valve 15 and the second normally open electromagnetic valve 16 are powered off and opened, so that the hydraulic pressure of the front wheel is improved, the normally open electromagnetic valve of the corresponding wheel cylinder needing to be depressurized is powered off, the normally closed electromagnetic valve is powered on and opened, and the left rear wheel brake wheel cylinder 27 or the right rear wheel brake wheel cylinder 28 is depressurized through the low-pressure accumulator 34 and the hydraulic pump 36.
When the front wheel needs to be depressurized and the rear wheel needs to be pressurized, the ECU1 controls the motor 4 to reversely rotate to reduce the system hydraulic pressure of the brake master cylinder 12, the first normally open electromagnetic valve 15 and the second normally open electromagnetic valve 16 are powered off and opened, the hydraulic pressure of the front wheel is reduced, the third normally open electromagnetic valve 17 and the fourth normally open electromagnetic valve 18 are powered on and closed, and the rear wheel is used for maintaining pressure; when the front wheels meet the pressure reducing requirement, the first normally open electromagnetic valve 15 and the second normally open electromagnetic valve 16 are electrified and closed, the front wheels maintain pressure, the ECU1 controls the forward rotation of the motor 4 to push the push rod of the brake master cylinder 12 to realize system pressure increasing, the third normally open electromagnetic valve 17 and the fourth normally open electromagnetic valve 18 are powered off and opened, and the rear wheel hydraulic pressure is improved.
When the auxiliary power source circuit is arranged in the front wheel cylinder branch, as shown in fig. 2, the implementation steps of the system are the same as the principle of the auxiliary power source circuit arranged in the rear wheel cylinder branch, and the detailed description is omitted here.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions may be made without departing from the spirit and scope of the invention as defined by the appended claims. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (1)
1. The electronic hydraulic braking system with double power source hydraulic failure backup comprises a braking control module and a braking module, wherein the braking control module comprises a braking master cylinder (12) and a liquid storage tank (6) connected with the braking master cylinder (12), the braking module comprises a front wheel branch and a rear wheel branch which are respectively connected with the braking master cylinder (12), the front wheel branch comprises a left front wheel cylinder branch comprising a left front wheel brake cylinder (25) and a right front wheel cylinder branch comprising a right front wheel brake cylinder (26), the rear wheel branch comprises a left rear wheel cylinder branch comprising a left rear wheel brake cylinder (27) and a right rear wheel cylinder branch comprising a right rear wheel brake cylinder (28), and the electronic hydraulic braking system is characterized in that the braking module also comprises an auxiliary power source loop and a failure control unit, one end of the failure control unit is connected with the braking master cylinder (12), the other end of the failure control unit is connected with the liquid storage tank (6), an auxiliary power source loop is arranged between the left rear wheel cylinder and the right rear wheel cylinder branch when the front wheel cylinder branch adopts the braking master cylinder (12) to reduce pressure, and an auxiliary power source loop is arranged between the left rear wheel cylinder branch and the right rear wheel cylinder branch when the rear wheel branch adopts the braking master cylinder (12);
The brake control module further comprises an ECU (1), and a motor (4), a speed reduction transmission mechanism (5) and a brake pedal (7) which are respectively connected with the ECU (1), wherein the speed reduction transmission mechanism (5) comprises a worm, a worm wheel connected with the worm, a gear coaxially arranged with the worm wheel and a rack connected with the gear, the motor (4) is connected with the speed reduction transmission mechanism (5), and a push rod of the brake master cylinder (12) is connected with the rack of the speed reduction transmission mechanism (5);
The auxiliary power source loop comprises a low-pressure accumulator (34), a one-way valve (35) and a hydraulic pump (36), wherein the low-pressure accumulator (34) is connected with a left rear wheel brake cylinder (27) and a right rear wheel brake cylinder (28) through a first normally-closed electromagnetic valve (19) and a second normally-closed electromagnetic valve (20) respectively, or is connected with a left front wheel brake cylinder (25) and a right front wheel brake cylinder (26) through a third normally-closed electromagnetic valve (37) and a fourth normally-closed electromagnetic valve (38) respectively, one end of the hydraulic pump (36) is connected with a brake master cylinder (12), the other end of the hydraulic pump is connected with the one-way valve (35), the one-way valve (35) is connected with the left rear wheel brake cylinder (27) through the first normally-closed electromagnetic valve (19) or is connected with the left front wheel brake cylinder (25) through the third normally-closed electromagnetic valve (37), and the one-way valve (35) is connected with the right rear wheel brake cylinder (28) through the second normally-closed electromagnetic valve (20) or is connected with the right front wheel brake cylinder (26) through the fourth normally-closed electromagnetic valve (38);
The failure control unit comprises a secondary main cylinder (9), an adjusting mechanism (10), a decoupling cylinder (11), a pedal feel simulator (13) and three failure control electromagnetic valves, one end of the decoupling cylinder (11) is connected with a push rod of an automatic main cylinder, the other end of the decoupling cylinder is connected with the adjusting mechanism (10) and the secondary main cylinder (9) in sequence and then is connected with a brake pedal (7), the secondary main cylinder (9) is connected with the pedal feel simulator (13) through a secondary main cylinder hydraulic pressure sensor (14), and the pedal feel simulator (13), the secondary main cylinder (9) and the decoupling cylinder (11) are respectively connected with a liquid storage tank (6) through one failure control electromagnetic valve;
the brake master cylinder (12) is connected into a left front wheel brake cylinder (25) through a first master cylinder hydraulic pressure sensor (32), a first normally open electromagnetic valve (15) and a first wheel cylinder hydraulic pressure sensor (21) which are sequentially connected, the brake master cylinder (12) is connected into a right front wheel brake cylinder (26) through a first master cylinder hydraulic pressure sensor (32), a second normally open electromagnetic valve (16) and a second wheel cylinder hydraulic pressure sensor (22) which are sequentially connected, the brake master cylinder (12) is connected into a right rear wheel brake cylinder (28) through a second master cylinder hydraulic pressure sensor (33), a fourth normally open electromagnetic valve (18) and a fourth wheel cylinder hydraulic pressure sensor (24) which are sequentially connected, and the brake master cylinder (12) is connected into a left rear wheel brake cylinder (27) through a second master cylinder hydraulic pressure sensor (33), a third normally open electromagnetic valve (17) and a third wheel cylinder hydraulic pressure sensor (23) which are sequentially connected;
the ECU (1) is respectively connected with three failure control electromagnetic valves, a secondary master cylinder (9) hydraulic pressure sensor (14), a first master cylinder hydraulic pressure sensor (32), a second master cylinder hydraulic pressure sensor (33), a first normally open electromagnetic valve (15), a second normally open electromagnetic valve (16), a third normally open electromagnetic valve (17), a fourth normally open electromagnetic valve (18), a first normally closed electromagnetic valve (19) and a second normally closed electromagnetic valve (20);
The system comprises two power source working modes, and comprises the following specific contents:
When the brake pedal works normally, the ECU (1) obtains a brake signal of the brake pedal (7) and then controls the motor (4) to rotate, a push rod of the brake master cylinder (12) is pushed by the speed reduction transmission mechanism (5) to build pressure of a brake system, a normally open electromagnetic valve corresponding to each brake wheel cylinder is opened, each brake wheel cylinder generates braking force, the ECU (1) controls a failure control valve to enable the pedal feel simulator (13) to be communicated with the liquid storage tank (6) and enable the secondary master cylinder (9) to be closed, and therefore the pedal feel simulator (13) senses;
When the motor (4) fails, the failure control electromagnetic valve enables the secondary main cylinder (9), the adjusting mechanisms (10) (10) and the decoupling cylinders (11) to be connected in an equivalent rigid mode, the brake main cylinder (12) is directly pushed to reduce pressure and build pressure after the brake pedal (7) is stepped on, each brake wheel cylinder generates braking force, and the hydraulic pump (36) serves as a standby power source to assist the brake main cylinder (12) to boost pressure;
When the system is in operation, the hydraulic pressure of each brake cylinder of the front wheel and each brake cylinder of the rear wheel is controlled to be independently controlled, and the method specifically comprises the following steps:
1) The brake pedal (7) is pressed down, and the ECU (1) obtains the braking force requirement of each brake cylinder;
2) The motor (4) rotates to adjust the hydraulic pressure of the brake master cylinder (12);
3) The braking force requirement of each braking wheel cylinder of the ECU (1) is independently regulated through controlling the electromagnetic valve to the hydraulic pressure of each wheel cylinder;
4) The brake master cylinder (12) is decompressed by reversing the motor (4), and the low-pressure accumulator (34) is decompressed by operating the hydraulic pump (36);
in the step 3), when the front wheel branch adopts a brake master cylinder (12) to reduce pressure and an auxiliary power source loop is arranged between the left rear wheel cylinder branch and the right rear wheel cylinder branch, the specific principle of the system for regulating pressure is as follows:
When the front wheels need to be pressurized, the ECU (1) controls the motor (4) to rotate forwards to push the push rod of the brake master cylinder (12) to realize system pressurization, the first normally open electromagnetic valve (15) and the second normally open electromagnetic valve (16) are powered off, and the hydraulic pressure of the front wheels is improved; when the front wheel needs to be depressurized, the ECU (1) controls the motor (4) to reversely reduce the system hydraulic pressure of the brake master cylinder (12), the first normally open electromagnetic valve (15) and the second normally open electromagnetic valve (16) are powered off, and the front wheel hydraulic pressure is reduced; when the front wheel needs to be pressure-maintaining, the first normally open electromagnetic valve (15) and the second normally open electromagnetic valve (16) are electrified, and the front wheel braking loop is closed to enable the front wheel to be pressure-maintaining;
when the rear wheels need to be pressurized, the ECU (1) controls the motor (4) to rotate forwards to push the push rod of the brake master cylinder (12) to realize system pressurization, the third normally open electromagnetic valve (17) and the fourth normally open electromagnetic valve (18) are powered off, and the hydraulic pressure of the rear wheels is improved; when the rear wheel needs to be depressurized, a normally open electromagnetic valve of a corresponding wheel cylinder which needs to be depressurized is powered off and opened, a normally closed electromagnetic valve is powered on and is used for assisting a left rear wheel brake wheel cylinder (27) or a right rear wheel brake wheel cylinder (28) to be depressurized rapidly through a low-pressure accumulator (34) and a hydraulic pump (36); when the rear wheel needs to be pressure-maintaining, the third normally-open electromagnetic valve (17) and the fourth normally-open electromagnetic valve (18) are electrified, the first normally-closed electromagnetic valve (19) and the second normally-closed electromagnetic valve (20) are powered off, and the rear wheel braking loop is closed to enable the wheel cylinder of the rear wheel to be pressure-maintaining;
When the front wheel needs to be pressurized and the rear wheel needs to be depressurized, the ECU (1) controls the forward rotation of the motor (4) to push the push rod of the brake master cylinder (12) to realize system pressurization, the first normally open electromagnetic valve (15) and the second normally open electromagnetic valve (16) are powered off and opened, so that the hydraulic pressure of the front wheel is improved, the normally open electromagnetic valve of the corresponding wheel cylinder needing to be depressurized is powered on and closed, the normally closed electromagnetic valve is powered on and opened, and the left rear wheel brake wheel cylinder (27) or the right rear wheel brake wheel cylinder (28) is depressurized through the low-pressure accumulator (34) and the hydraulic pump (36);
When the front wheel needs to be depressurized and the rear wheel needs to be pressurized, the ECU (1) controls the motor (4) to reversely reduce the system hydraulic pressure of the brake master cylinder (12), the first normally open electromagnetic valve (15) and the second normally open electromagnetic valve (16) are powered off and opened, the hydraulic pressure of the front wheel is reduced, the third normally open electromagnetic valve (17) and the fourth normally open electromagnetic valve (18) are powered on and closed, and the rear wheel is maintained; when the front wheels meet the pressure reducing requirement, the first normally open electromagnetic valve (15) and the second normally open electromagnetic valve (16) are electrified and closed, the front wheels maintain pressure, the ECU (1) controls the forward rotation of the motor (4) to push the push rod of the brake master cylinder (12) to realize system pressure increasing, the third normally open electromagnetic valve (17) and the fourth normally open electromagnetic valve (18) are powered off and opened, and the rear wheel hydraulic pressure is improved;
in the step 3), when the brake master cylinder (12) is adopted for the rear wheel branch, and an auxiliary power source loop is arranged between the left front wheel cylinder branch and the right front wheel cylinder branch, the specific principle of the system for regulating the pressure is as follows:
When the rear wheels need to be pressurized, the ECU (1) controls the motor (4) to rotate forwards to push the push rod of the brake master cylinder (12) to realize system pressurization, the third normally open electromagnetic valve (17) and the fourth normally open electromagnetic valve (18) are powered off, and the hydraulic pressure of the rear wheels is improved; when the rear wheels need to be depressurized, the ECU (1) controls the motor (4) to reversely reduce the system hydraulic pressure of the brake master cylinder (12), the third normally open electromagnetic valve (17) and the fourth normally open electromagnetic valve (18) are powered off, and the rear wheel hydraulic pressure is reduced; when the rear wheel needs to be pressure-maintaining, the third normally open electromagnetic valve (17) and the fourth normally open electromagnetic valve (18) are electrified, and the rear wheel braking loop is closed to enable the rear wheel to be pressure-maintaining;
When the front wheels need to be pressurized, the ECU (1) controls the motor (4) to rotate forwards to push the push rod of the brake master cylinder (12) to realize system pressurization, the first normally open electromagnetic valve (15) and the second normally open electromagnetic valve (16) are powered off, and the hydraulic pressure of the front wheels is improved; when the front wheel needs to be depressurized, a normally open electromagnetic valve of a corresponding wheel cylinder which needs to be depressurized is powered off and a normally closed electromagnetic valve is powered on, and the left front wheel brake wheel cylinder (25) or the right front wheel brake wheel cylinder (26) is assisted by the low-pressure accumulator (34) and the hydraulic pump (36) to be depressurized rapidly; when the front wheel needs to be pressure-maintaining, the first normally-open electromagnetic valve (15) and the second normally-open electromagnetic valve (16) are electrified, the third normally-closed electromagnetic valve (37) and the fourth normally-closed electromagnetic valve (38) are deenergized, and the front wheel braking loop is closed to enable the front wheel cylinder to be pressure-maintaining;
When the rear wheels need to be pressurized and the front wheels need to be depressurized, the ECU (1) controls the forward rotation of the motor (4) to push the push rod of the brake master cylinder (12) to realize system pressurization, the third normally open electromagnetic valve (17) and the fourth normally open electromagnetic valve (18) are powered off and opened, so that the hydraulic pressure of the rear wheels is improved, the normally open electromagnetic valve of the corresponding wheel cylinder needing to be depressurized is powered on and closed, the normally closed electromagnetic valve is powered on and opened, and the left front wheel brake wheel cylinder (25) or the right front wheel brake wheel cylinder (26) is depressurized through the low-pressure accumulator (34) and the hydraulic pump (36);
When the rear wheels need to be depressurized and the front wheels need to be pressurized, the ECU (1) controls the motor (4) to reversely reduce the system hydraulic pressure of the brake master cylinder (12), the third normally open electromagnetic valve (17) and the fourth normally open electromagnetic valve (18) are powered off and opened, the hydraulic pressure of the front wheels is reduced, the first normally open electromagnetic valve (15) and the second normally open electromagnetic valve (16) are powered on and closed, and the front wheels are maintained; when the rear wheel meets the pressure reducing requirement, the third normally open electromagnetic valve (17) and the fourth normally open electromagnetic valve (18) are electrified and closed, the rear wheel is used for maintaining pressure, the ECU (1) controls the forward rotation of the motor (4) to push the push rod of the brake master cylinder (12) to realize system pressure increasing, the first normally open electromagnetic valve (15) and the second normally open electromagnetic valve (16) are powered off and opened, and the hydraulic pressure of the front wheel is improved.
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| KR102173983B1 (en) * | 2019-04-18 | 2020-11-04 | 현대모비스 주식회사 | Electronic hydraulic brake device |
| CN112744201B (en) * | 2019-10-31 | 2022-03-18 | 比亚迪股份有限公司 | Electro-hydraulic brake system, method applied to electro-hydraulic brake system and vehicle |
| JP7384135B2 (en) * | 2020-09-17 | 2023-11-21 | 株式会社豊田自動織機 | Automatic braking devices for industrial vehicles and industrial vehicles |
| CN114379521B (en) * | 2020-10-22 | 2024-06-07 | 大陆泰密克汽车系统（上海）有限公司 | Brake system, vehicle and control method for brake system |
| CN115734905A (en) * | 2021-06-30 | 2023-03-03 | 华为技术有限公司 | Brake-by-wire system and control method |
| CN114194158A (en) * | 2021-12-16 | 2022-03-18 | 吉林大学 | Active brake wheel cylinder pressure control method based on integrated electro-hydraulic brake system |
| KR102694061B1 (en) | 2022-06-13 | 2024-08-09 | 현대모비스 주식회사 | Electronic hydraulic brake device |
| CN115095618B (en) * | 2022-06-27 | 2023-07-28 | 浙江师范大学 | Combined type brake-by-wire, brake system and control method |
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| US6913326B1 (en) * | 1998-08-28 | 2005-07-05 | Toyota Jidosha Kabushiki Kaisha | Apparatus for increasing brake cylinder pressure by controlling pump motor and reducing the pressure by controlling electric energy applied to control valve |
| CN102066167A (en) * | 2009-09-01 | 2011-05-18 | 丰田自动车株式会社 | Stroke simulator and brake control device |
| KR20140057888A (en) * | 2012-11-05 | 2014-05-14 | 현대모비스 주식회사 | Braking system with electric motor booster for vehicle |
| CN104309599A (en) * | 2014-09-26 | 2015-01-28 | 同济大学 | Electro-hydraulic brake system |
| CN104943672A (en) * | 2015-06-16 | 2015-09-30 | 吉林大学 | Hydraulic brake system and method with double hydraulic cylinder four-wheel failure backup |
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