CN104442779A - Multi-functional braking system with declaration torque rising motion conversion mechanism and active adjusting - Google Patents
Multi-functional braking system with declaration torque rising motion conversion mechanism and active adjusting Download PDFInfo
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- CN104442779A CN104442779A CN201310428447.4A CN201310428447A CN104442779A CN 104442779 A CN104442779 A CN 104442779A CN 201310428447 A CN201310428447 A CN 201310428447A CN 104442779 A CN104442779 A CN 104442779A
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
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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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Power Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention belongs to the technical field of motor vehicle braking, particularly relates to a multi-functional braking system with declaration torque rising motion conversion mechanism and active adjusting. The purpose of the multi-functional braking system is to supply a system with compact structure, convenient arrangement and simple structure. The multi-functional braking system is characterized by further comprising a brake out shell (21), a brake pedal simulator, a brake master cylinder (3) and a conversion mechanism. By the multi-functional braking system with declaration torque rising motion conversion mechanism and active adjusting, a vacuum booster is canceled, the mechanical connection between the brake pedal and a liquid chamber is canceled, the total body mass is effectively reduced. The structure is compact and the arrangement is easy. The complexity in structure is highly decreased and cost is decreased. By using an electrical machine as the power source, that is connecting machinery with electric, the signal transmission is quick and braking response is quick. By adopting braking backups of mechanical structure, backup structure is allowed to intervene quickly to generate certain braking effect when electrical structure loses effect, and thereby driving safety is guaranteed.
Description
Technical field
The invention belongs to field of automotive braking technique, be specifically related to a kind of have to slow down increase the Multifunctional brake system of movement conversion mechanism and active adjustment turned round.
Background technology
Orthodox car is when braking, normally chaufeur steps on brake pedal, under the help of a series of physical construction and vacuum booster, make the fluid of master brake cylinder flow into each wheel cylinder with certain pressure by brake piping, final driving disc type or drum brake mechanism complete braking maneuver, thus realize wheel braking.But along with the increase of high-grade highway and the raising of the automotive average speed of a motor vehicle, the increasing of automobile quantity in addition, in order to improve vehicle safety, domestic and international relevant enterprise and scientific research institution have developed a series of active safety system as ABS, TCS, ESP and so on.Traditional brake system, when this type of active safety system integrated, needs to add extra control unit and hardware, makes whole brake system become complex structure, system redundancy.
In 20 beginnings of the century, some external research institutions and the corporation new ant algorithms to brake system expands to be explored and research, and has dropped into suitable manpower and materials and financial resources, obtains the achievement of some stages.As EMB, EHB etc., but have employed a large amount of electronicies package in EMB system, the backup therefore when braking failure is too complicated, high cost; The electromagnetic valve quantity of EHB application is too much, and hydraulic tubing is too loaded down with trivial details, makes system too numerous and jumbled.
Summary of the invention
The object of this invention is to provide a kind of compact conformation, arrangement convenience, structure and simply there is the Multifunctional brake system of slowing down and increasing and turning round movement conversion mechanism and active adjustment.
The present invention is achieved in that
There is the Multifunctional brake system of slowing down and increasing and turning round movement conversion mechanism and active adjustment, comprise brake shell body, motor, brake pedal simulator, master brake cylinder, movement conversion mechanism, hydraulic power source, electromagnetic valve and brake wheel cylinder; Brake pedal simulator is connected with brake shell body leading portion, and brake pedal simulator is used for simulating brake sensation and obtains the braking intention of chaufeur, is used for realizing wheel braking when motor failure; Brake shell body is cylindric, and the back segment of brake shell body is connected with movement conversion mechanism; Motor be arranged on master brake cylinder, be connected with electronic control unit and movement conversion mechanism respectively, rotate under the control of electronic control unit, for movement conversion mechanism provides power; Movement conversion mechanism is also connected with master brake cylinder, changes the rotation of motor into straight-line motion, drives master brake cylinder to realize wheel braking; Master brake cylinder under the drive of movement conversion mechanism, for automobile brake provides hydraulic pressure; Hydraulic power source is connected with electromagnetic valve, reveals for compensating hydraulic pressure; Brake wheel cylinder is connected with master brake cylinder by electromagnetic valve, under the control of electronic control unit, provides power for wheel realizes braking.
Pedal simulator integral installation as above at braking body skin leading portion, and keeps the gap of 20 ~ 30mm with master cylinder connecting link.
Pedal simulator as above comprises brake pedal, pedal push rod, simulator end face, simulator stub axle, simulator body skin, sleeve, damping element, pedal displacement sensor and pedal simulator damping spring; The front end of brake pedal and pedal push rod is bolted, and tramples the motion of lower drive pedal push rod at chaufeur; Simulator end face is discoid, has through hole in center, is fixedly connected with the front end of sleeve; Sleeve is cylindric, and front end surface has taper hole, is provided with snap ring outside middle part, and the front end of snap ring withstands on in the front inner wall of simulator housing, has blind hole as simulator stub axle mounting hole at the middle part of back segment; The rear end of pedal push rod is connected with the front end of sleeve through the through hole in the middle part of simulator end face; Simulator housing is the cylindrical shape of both ends open, and the size of rear and front end opening is consistent with the external diameter of sleeve and the external diameter of simulator stub shaft rear end respectively, and rear end has tapped bore as lockup piston left end stock mounting hole; Simulator stub axle is cylinder, front portion is arranged in the through hole in the middle part of sleeve, rear end external diameter is compared with the little 3 ~ 5mm of simulator stub axle base portion external diameter, and rear end is arranged in the opening of simulator housing rear end, and the center of rear end end face has circular groove as damping element mounting hole; Pedal simulator damping spring is sleeved on outside sleeve and simulator stub axle, and front end withstands on the rear end end face of sleeve snap ring, and rear end withstands on simulator housing rear end inwall, for chaufeur braking provides antagonistic force to simulate the brake feel of traditional vehicle; Pedal displacement sensor is connected with the lever of brake pedal by support, and is fixedly mounted on simulator housing bottom end face, and pedal displacement sensor gathers pedal displacement signal, and this signal is sent to electronic control unit; Damping element is arranged in the damping element mounting hole of simulator stub shaft rear end, corresponding with piston push rod installation site.
Motor as above adopts brushless direct current motor to realize, and the stall moment of torsion of motor is that in 4NM, 4ms, racing speed can reach 2000rpm, and the unitary rotation inertia of motor is 10
-5the order of magnitude.
Master brake cylinder as above adopts plunger typed master cylinder structure, and brake master cylinder piston is arranged in master brake cylinder, and brake master cylinder piston comprises ante-chamber piston and back cavity piston; Master brake cylinder is divided into two independently hydraulic cavities by ante-chamber piston and back cavity piston; The front end of back cavity piston spring withstands on the inwall of back cavity piston closes one end, and rear end withstands on master brake cylinder and closes on the inwall of one end; Have groove in the middle part of one end outer face of ante-chamber piston closes as piston push rod mounting hole, the rear end of piston push rod is arranged in piston push rod mounting hole; The outer face outside, one end of ante-chamber piston closes is connected with movement conversion mechanism; Ante-chamber piston spring front end withstands on the inwall of ante-chamber piston closes one end, and the rear end of ante-chamber piston spring withstands on the end face of back cavity piston closes one end.
Movement conversion mechanism as above comprises motor output shaft gear and ball spiral pair; Wherein, motor output shaft gear is miniature gears; Ball spiral pair comprises ball-screw, ball and ball-screw outer nut; Ball-screw is hollow structure, and have groove on its top as leading screw pre-tightening mechanism mounting hole, be sleeved on the outside of piston push rod, rear end withstands on the outer wall of ante-chamber piston closes one end; Ball-screw outer nut is beloid boss structure, outer wall is gear structure, be sleeved on outside ball-screw, ball is clipped between the two, rear end end face withstands on the end face of master brake cylinder open at one end and the end face of ante-chamber piston closes one end, forms gear pair with motor output shaft gears meshing.
It also comprises deep groove ball bearing, and deep groove ball bearing is sleeved on outside ball-screw outer nut, carries out spacing to ball-screw outer nut.
Hydraulic power source as above adopts hydraulic accumulator to realize, and the liquid outlet of hydraulic accumulator is connected with the input end of master brake cylinder ante-chamber, master brake cylinder back cavity, brake wheel cylinder electromagnetic valve, the input end of lockup piston chamber electromagnetic valve by hydraulic accumulator electromagnetic valve; The mouth of brake wheel cylinder electromagnetic valve is connected with the input end of brake wheel cylinder; The mouth of lockup piston chamber electromagnetic valve is connected with lockup piston.
Leading screw pre-tightening mechanism as above comprises pretension tranverse connecting rod, preloading spring, pretension vertical connecting rod; Pretension vertical connecting rod is shaft-like, and top has cylindrical hole as tight tranverse connecting rod mounting hole, and bottom straight cutting enters in the leading screw pre-tightening mechanism mounting hole of ball-screw; Pretension tranverse connecting rod is stepped cylindric, and left end is provided with annular projection, and one end of pretension tranverse connecting rod is passed the tight tranverse connecting rod mounting hole of pretension vertical connecting rod, is arranged on the inwall of brake shell body rear end; Preloading spring is sleeved on outside pretension tranverse connecting rod, and be stuck between braking body skin rear end inwall and pretension tranverse connecting rod, preloading spring is in compressive state.
Lockup piston chamber as above comprises lockup piston housing, lockup piston, damping spring; Lockup piston housing is closed cylindrical shape, and front lower portion has plunger shaft fluid hole, is connected, intracavity liquid is connected with brake circuit by the mouth of plunger shaft fluid hole with lockup piston chamber electromagnetic valve; Lockup piston left end is stock, and the large end of piston is rubber piston, and lockup piston left end stock is arranged in lockup piston left end stock mounting hole by screw thread; Damping spring is arranged on lockup piston right-hand member, and play guiding and shock damping action, spring stiffness K is less than 5000N/m.
Beneficial effect of the present invention is:
Present invention eliminates vacuum booster, eliminate the mechanical connection between brake pedal and hydraulic cavities, effectively reduce total quality, compact conformation, be easy to arrange.Greatly reduce structural complexity, reduce cost.By adopting motor as propulsion source, namely adopt machinery and electrical connection, signal transmission is rapid, and braking response is fast.Difference braking is realized by Controlling solenoid valve and motor.By adopting the braking backup of physical construction, have very large difference with general line control brake system, when electrical structure lost efficacy, backup architecture can be got involved very soon, produced certain brake action, had ensured driving safety, met brake legislation demand.
Present invention employs and feed screw nut outside face is processed as gear, engage with the output shaft gear of motor, define ball screw assembly, do not increasing on the basis of other annexes, reduce the torque demand to motor, decrease the size of motor, make whole brake system structure become simple.Revealed by the hydraulic pressure adopting hydraulic accumulator to compensate brake system, can the relative gap of stepless changing push rod brake piston, simpler than adopting hydraulic fluid reservoir chamber in structure, cost is lower.
Accompanying drawing explanation
Fig. 1 be of the present invention a kind of have to slow down to increase turn round the structural representation of the Multifunctional brake system of movement conversion mechanism and active adjustment;
Fig. 2 is the structural representation of pre-tightening mechanism in Fig. 1;
Fig. 3 is the structural representation of lockup piston in Fig. 1;
In figure, 1. brake pedal, 2. motor, 3. master brake cylinder, 4. ante-chamber piston, 5. back cavity piston, 6. hydraulic accumulator, 7. hydraulic accumulator electromagnetic valve, 8. brake wheel cylinder electromagnetic valve, 9. simulator housing, 10. damping element, 11. leading screw pre-tightening mechanisms, 12. motor output shaft gears, 13. ball-screws, 14. piston push rods, 15. lockup piston chambeies, 16. deep groove ball bearings, 17. ball-screw nuts, 18. attachment pegs, 19. pedal displacement sensor, 20. simulator end faces, 21. brake shell bodies, 22. pressure sensors, 23. brake wheel cylinders, 24. pedal simulator damping springs, 25. lockup piston chamber electromagnetic valves, 26. pedal push rods, 27. sleeves, 28. simulator stub axles, 29. preloading springs, 30. pretension vertical connecting rods, 31. pretension tranverse connecting rods, 32. damping springs, 33. lockup piston housings, 34. lockup piston, 35. plunger shaft fluid holes, 36. dust boots.
Detailed description of the invention
Below in conjunction with the drawings and specific embodiments to of the present invention a kind of have to slow down increase the Multifunctional brake system turning round movement conversion mechanism and active adjustment and be described:
As shown in Figure 1, there is the Multifunctional brake system of slowing down and increasing and turning round movement conversion mechanism and active adjustment, comprise brake shell body 21, motor 2, brake pedal simulator, master brake cylinder 3, movement conversion mechanism, hydraulic power source, electromagnetic valve and brake wheel cylinder 23.Brake pedal simulator is connected with brake shell body 21 leading portion, and it, for simulating brake sensation and the braking intention obtaining chaufeur, was used for realizing wheel braking when motor 2 loses efficacy.Brake shell body 21 is cylindric, and its back segment is connected with movement conversion mechanism.Motor 2 be arranged on master brake cylinder 3, it is connected with electronic control unit and movement conversion mechanism respectively, rotates under the control of electronic control unit, for movement conversion mechanism provides power.Rotary angle transmitter is arranged in motor 2, gathers the corner information of rotor, and corner information is sent to electronic control unit.Movement conversion mechanism is also connected with master brake cylinder 3, changes the rotation of motor 2 into straight-line motion, drives master brake cylinder 3 to realize wheel braking.Master brake cylinder 3 under the drive of movement conversion mechanism, for automobile brake provides hydraulic pressure.Hydraulic power source is connected with electromagnetic valve, reveals for compensating hydraulic pressure.Brake wheel cylinder 23 totally four, four brake wheel cylinders 23 are connected with master brake cylinder 3 respectively by electromagnetic valve, under the control of electronic control unit, provide power for wheel realizes braking.
In the present embodiment, pedal simulator integral installation at braking body skin 21 leading portion, and keeps the gap of 20 ~ 30mm, as 20mm, 25mm or 30mm with master cylinder connecting link 14.Pedal simulator comprises brake pedal 1, pedal push rod 26, simulator end face 20, sleeve 27, simulator stub axle 28, simulator body skin 9, damping element 10, pedal displacement sensor 19 and pedal simulator damping spring 24.Brake pedal 1 is bolted with the front end of pedal push rod 26, tramples lower drive pedal push rod 26 move at chaufeur.Simulator end face 20 is discoid, and its center has through hole, and it is fixedly connected with the front end of sleeve 27.Sleeve 27 is cylindric, taper hole is had in its front end surface, outside, middle part is provided with snap ring, the front end of snap ring withstands on in the front inner wall of simulator housing 9, have blind hole at the middle part of back segment as simulator stub axle 28 mounting hole, the size of this blind hole is consistent with the external diameter of simulator stub axle 28.The rear end of pedal push rod 26 is connected by ball pivot with the front end of sleeve 27 through the through hole in the middle part of simulator end face 20.Simulator housing 9 is the cylindrical shape of both ends open, and the size of rear and front end opening is consistent with the external diameter of sleeve 27 and the external diameter of simulator stub axle 28 rear end respectively, has tapped bore as lockup piston left end stock mounting hole in its rear end.Simulator stub axle 28 is cylinder, its front portion is arranged in the through hole in the middle part of sleeve 27, rear end external diameter is compared with the little 3 ~ 5mm of simulator stub axle 28 base portion external diameter, as 3mm, 4mm or 5mm, rear end is arranged in the opening of simulator housing 9 rear end, has circular groove as damping element mounting hole in the center of simulator stub axle 28 rear end end face.Pedal simulator damping spring 24 is sleeved on outside sleeve 27 and simulator stub axle 28, front end withstands on the rear end end face of sleeve 27 snap ring, rear end withstands on the inwall of simulator housing 9 rear end, and it is braked for chaufeur provides antagonistic force to simulate the brake feel of traditional vehicle.The pedal displacement sensor 19 of brake pedal simulator is connected by the lever of support with brake pedal 1, and is fixedly mounted on simulator housing 9 bottom end face.When chaufeur steps on brake pedal 1, pedal displacement sensor 19 can collect pedal displacement signal, and this signal is sent to electronic control unit.Damping element 10 is arranged in the damping element mounting hole of simulator stub axle 28 rear end, corresponding with piston push rod 14 installation site, once motor 2 lost efficacy, brake pedal simulator can move promotion piston push rod 14 and produce braking force.Brake pedal 1 and pedal push rod 26 are matured product, are commercially available.Simulator end face 20, sleeve 27, simulator stub axle 28, simulator body skin 9 all adopt No. 45 steel to make.
Damping element 10, pedal displacement sensor 19 and pedal simulator damping spring 24 adopt existing matured product to realize.
Motor 2 adopts brushless direct current motor to realize, and its moment of torsion and dynamic response need the demand of mating whole brake system.In the present embodiment, the stall moment of torsion of motor 2 is 4NM, and motor rotation blockage electric current can not be too large, and response time is short, and in 4ms, racing speed can reach 2000rpm, and rotating is short for switching time, and the unitary rotation inertia of motor is 10
-5the order of magnitude.
Master brake cylinder 3 adopts traditional plunger typed master cylinder structure, is made up of grey pi iron.Brake master cylinder piston is arranged in master brake cylinder 3, and it produces fluid pressure under the promotion of movement conversion mechanism in master brake cylinder 3.Brake master cylinder piston comprises ante-chamber piston 4 and back cavity piston 5, and ante-chamber piston 4 and back cavity piston 5 adopt universal piston structure.Master brake cylinder 3 is divided into two independently hydraulic cavities by ante-chamber piston 4 and back cavity piston 5.The front end of back cavity piston spring withstands on back cavity piston 5 and closes on the inwall of one end, and rear end withstands on master brake cylinder 3 and closes on the inwall of one end.Have groove as piston push rod mounting hole in the middle part of one end outer face that ante-chamber piston 4 is closed, the rear end of piston push rod 14 is arranged in piston push rod mounting hole.The outer face outside, one end that ante-chamber piston 4 is closed is connected with movement conversion mechanism.Ante-chamber piston spring front end withstands on ante-chamber piston 4 and closes on the inwall of one end, and the rear end of ante-chamber piston spring withstands on back cavity piston 5 and closes on the end face of one end.In the present embodiment, ante-chamber piston 4 and back cavity piston 5 are made by composite material, as X-alloy.
Movement conversion mechanism comprises motor output shaft gear 12 and ball spiral pair.Wherein, motor output shaft gear 12 is miniature gears, adopts 54 steel to make, and by the mode machine-shaping of casting, motor 2 output shaft and gear are structure as a whole.Ball spiral pair comprises ball-screw 13, ball and ball-screw outer nut 17.Ball-screw 13 is hollow structure, and have groove on its top as leading screw pre-tightening mechanism mounting hole, it is sleeved on the outside of piston push rod 14, and its rear end withstands on ante-chamber piston 4 and closes on the outer wall of one end.Ball-screw outer nut 17 is beloid boss structure, outer wall is gear structure, it is sleeved on outside ball-screw 13, ball is clipped between the two, its rear end end face withstands on the end face of master brake cylinder 3 open at one end and ante-chamber piston 4 is closed on the end face of one end, it engages with motor output shaft gear 12 and forms gear pair, formative gear transmission, the transmitting ratio of speed reduction gearing is the ratio of number of teeth of output shaft gear 12 and ball-screw outer nut 17 outer face gear, the rotating speed of motor is reduced, increase the moment of torsion of motor, suitably reduce the requirement of motor.Deep groove ball bearing 16 is sleeved on outside ball-screw outer nut 17, carries out spacing, limit the movement of ball-screw outer nut 17 to ball-screw outer nut 17.Ball-screw 13, ball-screw outer nut 17, deep groove ball bearing 16 all adopt bearing steel to make.
Hydraulic power source adopts hydraulic accumulator 6 to realize.Electromagnetic valve comprises hydraulic accumulator electromagnetic valve 7, brake wheel cylinder electromagnetic valve 8 and lockup piston chamber electromagnetic valve 25, and wherein, hydraulic accumulator electromagnetic valve 7 is normally closed valve.Brake wheel cylinder 23 comprises 4, respectively corresponding 4 wheels.Above-mentioned electromagnetic valve all can adopt existing matured product to realize.
The liquid outlet of hydraulic accumulator 6 is connected with the input end of master brake cylinder 3 ante-chamber, master brake cylinder 3 back cavity, brake wheel cylinder electromagnetic valve 8, the input end of lockup piston chamber electromagnetic valve 25 by hydraulic accumulator electromagnetic valve 7.The mouth of brake wheel cylinder electromagnetic valve 8 is connected with the input end of brake wheel cylinder 23.The mouth of lockup piston chamber electromagnetic valve 25 is connected with lockup piston chamber 15, forms brake system hydraulic loop feature.Above-mentioned connection is realized by hydraulic pipe (comprising flexible pipe, hard tube).The control end of above-mentioned electromagnetic valve is connected with electronic control unit, and they are Controlling solenoid valve opening and closing under the control of electronic control unit, provides power for wheel realizes braking.
By controlling the folding of the electromagnetic valve 7 of energy storage, hydraulic accumulator 6 can be made optionally to connect with hydraulic tubing 20, hydraulic tubing 20 is directly communicated with two epitrochoidal chambers of master brake cylinder, the size of simulator body skin 21 and piston push rod 14 idle travel is realized by controlling liquid turnover hydraulic accumulator 6, when braking liquid enters hydraulic accumulator 6, idle travel will increase, when braking liquid oppositely flows out, idle travel will diminish, same hydraulic accumulator 6 also has the leakage loss compensating braking liquid, control the effect that brake wheel cylinder electromagnetic valve 8 adjusts the brake clearance of car side brake.Pressure sensor 22 is arranged on the hydraulic tubing 20 of connection brake master cylinder piston ante-chamber, and for detecting the hydraulic pressure of brake master cylinder piston ante-chamber, its mouth is connected with electronic control unit, and the signal collected is sent to electronic control unit.
And in concrete control realization mode, the pressure of master brake cylinder 3 and hydraulic tubing is obtained by pressure sensor 22, and calculate piston displacement by rotary angle transmitter, electronic control unit according to the opening and closing movement of brake wheel cylinder electromagnetic valve 8 and the fluid pressure of brake wheel cylinder 23 and the relation of volume and P-V characteristic estimation brake wheel cylinder 23 force value, can realize accurate control and the adjustment of pressure.
As shown in Figure 2, leading screw pre-tightening mechanism 11 comprises pretension tranverse connecting rod 31, preloading spring 29, pretension vertical connecting rod 30.Pretension vertical connecting rod 30 is shaft-like, and its top has cylindrical hole as pretension tranverse connecting rod mounting hole, and its bottom straight cutting enters in the leading screw pre-tightening mechanism mounting hole of ball-screw 13.Pretension tranverse connecting rod 31 is stepped cylindric, and its left end is provided with annular projection, and one end of pretension tranverse connecting rod 31 is passed the pretension tranverse connecting rod mounting hole of pretension vertical connecting rod 30, is arranged on the inwall of brake shell body 21 rear end.Preloading spring 29 is sleeved on outside pretension tranverse connecting rod 31, be stuck between braking body skin 21 rear end inwall and pretension tranverse connecting rod 31, preloading spring 29 keeps certain amount of compression, and namely at the corresponding predetermincd tension F that leading screw 13 initial position just exists, pre-tightening mechanism 11 follows leading screw rectilinear movement.Pretension vertical connecting rod 30 and pretension tranverse connecting rod 31 all adopt No. 45 steel to make.Preloading spring 29 is the universal product, is commercially available.
As shown in Figure 3, lockup piston chamber 15 comprises lockup piston housing 33, lockup piston 34, damping spring 32.Lockup piston housing 33 is the cylindrical shape closed, and has fluid hole 35, be connected, intracavity liquid is connected with brake circuit by the mouth of fluid hole 35 with lockup piston chamber electromagnetic valve 25 at its front lower portion.Lockup piston 34 left end is stock, and the large end of piston is rubber piston, and lockup piston 34 left end stock is arranged in lockup piston left end stock mounting hole by screw thread.Damping spring 32 is arranged on lockup piston 34 right-hand member, and play guiding and shock damping action, spring stiffness K is less than 5000N/m.When fluid hole 35 place lockup piston chamber electromagnetic valve 25 is closed, then lockup piston chamber 15 inner sealing has liquid, and lockup piston 34 cannot move, then simulator housing 9 also cannot move linearly.When lockup piston chamber electromagnetic valve 25 is opened, lockup piston 34 can promote liquid in hydraulic circuit, and namely lockup piston 34 is movable linearly.Same simulator housing 9 is also movable, spacing releasing.Lockup piston housing 33 adopts grey pi iron to make, and lockup piston 34 adopts composite material such as X-alloy to make.
Brake shell body 21 is cylindric, and adopt No. 45 steel to make, its leading portion is connected with simulator end face 20 by dust boot 36.In the present embodiment, dust boot 36 adopts bellows to realize.
Attachment pegs 18 attachment pegs is tapered pin, adopt conventional No. 45 steel to make, its one end is supported on piston push rod 14 outside face, and one end embeds in the groove of ante-chamber piston 4, when motor 2 drives ball-screw 13 to move, promote piston push rod 14 by attachment pegs 18 and move together with ante-chamber piston 4.When motor 2 cannot work, manpower is needed to promote piston push rod 14 by simulator housing 9, attachment pegs 18 is in piston push rod 14 moving process, attachment pegs 18 departs from ante-chamber piston 4 groove, at this moment piston push rod 14 can promote separately ante-chamber piston 4 and moves, ball-screw 13 and its disengaging, realizes braking failure backup.
The present invention adopts attachment pegs 18, piston can be made to be connected with ball-screw 13 and piston push rod 14 by attachment pegs 18, during braking, piston push rod 14 is straight-line motion together with ante-chamber piston 4, and when applying certain effect power on piston push rod 14, piston push rod 14 promotes ante-chamber piston 4 and moves, ante-chamber piston 3 and ball-screw 13 depart from, when motor 2 lost efficacy, back up by this mode.
Brake wheel cylinder 23 adopts spheroidal graphite iron to make.
Electronic control unit is matured product, and it can adopt existing techniques in realizing to the control of motor, electromagnetic valve, brake wheel cylinder.
The present invention passes through output shaft and the ball-screw nut 17 outer face meshed transmission gear of motor 2, feed screw nut 17 is by deep groove ball bearing 16 axial location, make feed screw nut rotary motion, and ball-screw 13 straight-line motion, brake master cylinder piston 3 produces effective connection with piston push rod 14 and ball-screw 13 by attachment pegs 18, namely ball-screw 13 promotes master cylinder piston and does straight reciprocating motion produce brake-pressure in master brake cylinder 3, the connection controlling brake wheel cylinder 23 and master brake cylinder 3 and hydraulic tubing 20 is optionally opened by controlling brake wheel cylinder electromagnetic valve 8, namely the formation decline that the folding by controlling brake wheel cylinder 23 realizes each brake wheel cylinder 23 pressure realizes separately, be integrated with the function of conditional electronic control system ABS and ESP very easily.
Electromagnetic valve in native system all adopts high-speed switch valve, for matured product on the market, pressure sensor 22 also continues to use the scheme of Conventional braking systems, rotary angle transmitter and pedal stroke sensor all select existing product, the version of pedal simulator is also existing technology, and implementation must be checking.Master brake cylinder 3 and piston mechanism adopt traditional plunger typed master cylinder design, and concrete size and requirement match with vehicle, can adopt existing techniques in realizing.Under reservation traditional braking wheel cylinder 23 structure, brake wheel cylinder 23 structure is constant, hydraulic tubing adopts the capable layout of X, namely diagonal line is adopted to arrange, meet the double loop of brake legislation requirement, so, when a loop et out of order, still have two brake wheel cylinders 23 to play a role, brake efficiency at least can keep 50%.
The working process of native system is as follows:
Automobile is when normally travelling, when chaufeur steps on brake pedal 1, electronic control unit analyzes driver intention by pedal displacement sensor 19, drive motor 2 rotates, by motor output shaft gear 12 and ball-screw nut 17 engaged transmission, make ball-screw 13 straight-line motion, ante-chamber piston 4 is fixed by ball-screw 13 and attachment pegs 18, ball-screw 13 promotes ante-chamber piston 4 straight-line motion, brake-pressure is produced in master brake cylinder 3, open brake wheel cylinder electromagnetic valve 8, braking liquid enters brake wheel cylinder 23 and produces lock torque.If need pressurize, brake wheel cylinder electromagnetic valve 8 is closed, brake wheel cylinder 23 pressurize.If when need reduce pressure, motor 2 reverses, master cylinder ante-chamber piston 4 oppositely movement, and the same brake wheel cylinder electromagnetic valve 8 controlling brake wheel cylinder 23 is opened, and braking liquid is back in master cylinder ante-chamber from brake wheel cylinder 23.
When each brake wheel cylinder 23 pressure of brake request there are differences, electronic control unit sends control information to corresponding brake wheel cylinder electromagnetic valve 8, the brake wheel cylinder electromagnetic valve 8 such as controlling the near front wheel can be opened separately, close other 3 brake wheel cylinder electromagnetic valves 8, braking pressure control is carried out to the near front wheel.After this process terminates, close the brake wheel cylinder electromagnetic valve 8 of the near front wheel, pressure adjustment is carried out in 3 remaining brake wheel cylinders 23, make 4 brake wheel cylinder 23 pressure in certain control cycle, reach the brake-pressure of expectation according to this, namely control adopt sequential system flowing mode according to priority.
When power source motor 2 et out of order, lockup piston chamber electromagnetic valve 25 is opened, and under normal circumstances, lockup piston chamber electromagnetic valve 25 is closed, and namely making simulator housing 9 fix in the axial direction, people can not be produced when stepping on brake pedal loosening.Lockup piston chamber electromagnetic valve 25 is opened, lockup piston chamber 15 is communicated with master brake cylinder 3 by hydraulic tubing, now when people steps on brake pedal 1 again, pedal stroke simulator 9 will move axially, when overcome with the idle travel of piston push rod 14 after, can promote master cylinder piston together with piston push rod 14 and produce brake-pressure, namely this system has braking backup architecture.
The braking anti-lock stage, on the basis of conventional brake, if off front wheel enters slip state, then electronic control unit reduces pressure to right brake wheel cylinder 23, namely the master brake cylinder electromagnetic valve 8 between right brake wheel cylinder 23 and master brake cylinder is opened, motor 2 reverses and drives the oppositely movement of ante-chamber piston 4, master brake cylinder 3 pressure drop, now right front brake wheel cylinder 23 pressure is greater than master brake cylinder 3 inside brake hydraulic coupling, off front wheel reduces pressure, and other three road brake wheel cylinder electromagnetic valves 8 are closed, be in packing state, if there is many wheels to enter slip state, then electronic control unit is controlled each brake wheel cylinder 23 pressure by electromagnetic valve successively by control logic, certain pressure of taking turns brake wheel cylinder 23 regulates, also can be regulated in circulation by several times and complete, its principle and single-wheel increase, subtract, the principle of pressurize is consistent.
When after vehicle unstability, electronic control unit is by analyzing each sensor and pressure of wheel cylinder, in conjunction with the status information of vehicle, calculate the pressure that each target wheel brake wheel cylinder 23 needs to regulate, then by electromagnetic valve, wheel cylinder increased, subtract, pressure maintaining period, its principle, with wheel anti-lock situation during braking, makes brake wheel cylinder 23 pressure reach anticipated value.
Initiatively the deboost phase, the signal gathered by sensor, is distributed the pressure of each brake wheel cylinder 23 by electromagnetic valve by electronic control unit, this system also can carry out active boost to each brake wheel cylinder 23, and its process as previously mentioned.
Present invention eliminates vacuum booster, eliminate the mechanical connection between brake pedal and hydraulic cavities, effectively reduce total quality, compact conformation, be easy to arrange.Greatly reduce structural complexity, reduce cost.By adopting motor as propulsion source, namely adopt machinery and electrical connection, signal transmission is rapid, and braking response is fast.Difference braking is realized by Controlling solenoid valve and motor.By adopting the braking backup of physical construction, have very large difference with general line control brake system, when electrical structure lost efficacy, backup architecture can be got involved very soon, produced certain brake action, had ensured driving safety, met brake legislation demand.
Present invention employs and feed screw nut outside face is processed as gear, engage with the output shaft gear of motor, define ball screw assembly, do not increasing on the basis of other annexes, reduce the torque demand to motor, decrease the size of motor, make whole brake system structure become simple.Revealed by the hydraulic pressure adopting hydraulic accumulator to compensate brake system, can the relative gap of stepless changing push rod brake piston, simpler than adopting hydraulic fluid reservoir chamber in structure, cost is lower.
Claims (10)
1. there is the Multifunctional brake system of slowing down and increasing and turning round movement conversion mechanism and active adjustment, comprise brake shell body (21), motor (2), brake pedal simulator, master brake cylinder (3), movement conversion mechanism, hydraulic power source, electromagnetic valve and brake wheel cylinder (23); Brake pedal simulator is connected with brake shell body (21) leading portion, and brake pedal simulator is used for simulating brake sensation and obtains the braking intention of chaufeur, is used for realizing wheel braking when motor (2) loses efficacy; Brake shell body (21) is cylindric, and the back segment of brake shell body (21) is connected with movement conversion mechanism; Motor (2) be arranged on master brake cylinder (3), be connected with electronic control unit and movement conversion mechanism respectively, rotate under the control of electronic control unit, for movement conversion mechanism provides power; Movement conversion mechanism is also connected with master brake cylinder (3), changes the rotation of motor (2) into straight-line motion, drives master brake cylinder (3) to realize wheel braking; Master brake cylinder (3) under the drive of movement conversion mechanism, for automobile brake provides hydraulic pressure; Hydraulic power source is connected with electromagnetic valve, reveals for compensating hydraulic pressure; Brake wheel cylinder (23) is connected with master brake cylinder (3) by electromagnetic valve, under the control of electronic control unit, provides power for wheel realizes braking.
2. system according to claim 1, is characterized in that: described pedal simulator integral installation at braking body skin (21) leading portion, and keeps the gap of 20 ~ 30mm with master cylinder connecting link (14).
3. system according to claim 1, is characterized in that: described pedal simulator comprises brake pedal (1), pedal push rod (26), simulator end face (20), simulator stub axle (28), simulator body skin (9), sleeve (27), damping element (10), pedal displacement sensor (19) and pedal simulator damping spring (24); Brake pedal (1) is bolted with the front end of pedal push rod (26), tramples the motion of lower drive pedal push rod (26) at chaufeur; Simulator end face (20), for discoid, has through hole in center, is fixedly connected with the front end of sleeve (27); Sleeve (27) is cylindric, and front end surface has taper hole, is provided with snap ring outside middle part, and the front end of snap ring withstands on in the front inner wall of simulator housing (9), has blind hole as simulator stub axle (28) mounting hole at the middle part of back segment; The rear end of pedal push rod (26) is connected with the front end of sleeve (27) through the through hole in the middle part of simulator end face (20); The cylindrical shape that simulator housing (9) is both ends open, the size of rear and front end opening is consistent with the external diameter of sleeve (27) and the external diameter of simulator stub axle (28) rear end respectively, and rear end has tapped bore as lockup piston left end stock mounting hole; Simulator stub axle (28) is cylinder, front portion is arranged in the through hole at sleeve (27) middle part, rear end external diameter is the little 3 ~ 5mm of simulator stub axle (28) base portion external diameter comparatively, rear end is arranged in the opening of simulator housing (9) rear end, and the center of rear end end face has circular groove as damping element mounting hole; Pedal simulator damping spring (24) is sleeved on sleeve (27) and simulator stub axle (28) outward, front end withstands on the rear end end face of sleeve (27) snap ring, rear end withstands on the inwall of simulator housing (9) rear end, for chaufeur braking provides antagonistic force to simulate the brake feel of traditional vehicle; Pedal displacement sensor (19) is connected by the lever of support with brake pedal (1), and is fixedly mounted on simulator housing (9) bottom end face, and pedal displacement sensor (19) gathers pedal displacement signal, and this signal is sent to electronic control unit; Damping element (10) is arranged in the damping element mounting hole of simulator stub axle (28) rear end, corresponding with piston push rod (14) installation site.
4. system according to claim 3, is characterized in that: described motor (2) adopts brushless direct current motor to realize, and the stall moment of torsion of motor (2) is that in 4NM, 4ms, racing speed can reach 2000rpm, and the unitary rotation inertia of motor is 10
-5the order of magnitude.
5. system according to claim 3, is characterized in that: described master brake cylinder (3) adopts plunger typed master cylinder structure, and brake master cylinder piston is arranged in master brake cylinder (3), and brake master cylinder piston comprises ante-chamber piston (4) and back cavity piston (5); Master brake cylinder (3) is divided into two independently hydraulic cavities by ante-chamber piston (4) and back cavity piston (5); The front end of back cavity piston spring withstands on back cavity piston (5) and closes on the inwall of one end, and rear end withstands on master brake cylinder (3) and closes on the inwall of one end; Have groove as piston push rod mounting hole in the middle part of one end outer face that ante-chamber piston (4) is closed, the rear end of piston push rod (14) is arranged in piston push rod mounting hole; The outer face outside, one end that ante-chamber piston (4) is closed is connected with movement conversion mechanism; Ante-chamber piston spring front end withstands on ante-chamber piston (4) and closes on the inwall of one end, and the rear end of ante-chamber piston spring withstands on back cavity piston (5) and closes on the end face of one end.
6. system according to claim 3, is characterized in that: described movement conversion mechanism comprises motor output shaft gear (12) and ball spiral pair; Wherein, motor output shaft gear (12) is miniature gears; Ball spiral pair comprises ball-screw (13), ball and ball-screw outer nut (17); Ball-screw (13) is hollow structure, has groove as leading screw pre-tightening mechanism mounting hole, be sleeved on the outside of piston push rod (14) on its top, and rear end withstands on ante-chamber piston (4) and closes on the outer wall of one end; Ball-screw outer nut (17) is beloid boss structure, outer wall is gear structure, be sleeved on ball-screw (13) outside, ball is clipped between the two, rear end end face withstands on the end face of master brake cylinder (3) open at one end and the end face of the closed one end of ante-chamber piston (4), engages form gear pair with motor output shaft gear (12).
7. system according to claim 6, is characterized in that: it also comprises deep groove ball bearing (16), and deep groove ball bearing (16) is sleeved on ball-screw outer nut (17) outside, carries out spacing to ball-screw outer nut (17).
8. system according to claim 3, it is characterized in that: described hydraulic power source adopts hydraulic accumulator (6) to realize, the liquid outlet of hydraulic accumulator (6) is connected with the input end of master brake cylinder (3) ante-chamber, master brake cylinder (3) back cavity, brake wheel cylinder electromagnetic valve (8), the input end in lockup piston chamber electromagnetic valve (25) by hydraulic accumulator electromagnetic valve (7); The mouth of brake wheel cylinder electromagnetic valve (8) is connected with the input end of brake wheel cylinder (23); The mouth in lockup piston chamber electromagnetic valve (25) is connected with lockup piston (15).
9. system according to claim 3, is characterized in that: described leading screw pre-tightening mechanism (11) comprises pretension tranverse connecting rod (30), preloading spring (29), pretension vertical connecting rod (30); Pretension vertical connecting rod (30) is for shaft-like, and top has cylindrical hole as tight tranverse connecting rod mounting hole, and bottom straight cutting enters in the leading screw pre-tightening mechanism mounting hole of ball-screw (13); Pretension tranverse connecting rod (30) is for stepped cylindric, and left end is provided with annular projection, and one end of pretension tranverse connecting rod (30) is passed the tight tranverse connecting rod mounting hole of pretension vertical connecting rod (30), is arranged on the inwall of brake shell body (21) rear end; Preloading spring (29) is sleeved on pretension tranverse connecting rod (30) outside, and be stuck between braking body skin (21) rear end inwall and pretension tranverse connecting rod (30), preloading spring (29) is in compressive state.
10. system according to claim 3, is characterized in that: described lockup piston chamber (15) comprises lockup piston housing (33), lockup piston (34), damping spring (32); Lockup piston housing (33) is the cylindrical shape closed, and front lower portion has plunger shaft fluid hole (35), is connected by the mouth of plunger shaft fluid hole (35) with lockup piston chamber electromagnetic valve (25), and intracavity liquid is connected with brake circuit; Lockup piston (34) left end is stock, and the large end of piston is rubber piston, and lockup piston left end stock is arranged in lockup piston left end stock mounting hole by screw thread; Damping spring (32) is arranged on lockup piston (34) right-hand member, and play guiding and shock damping action, spring stiffness K is less than 5000N/m.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201310428447.4A CN104442779B (en) | 2013-09-20 | 2013-09-20 | Movement conversion mechanism and actively the Multifunctional brake system of regulation are turned round with slowing down to increase |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201310428447.4A CN104442779B (en) | 2013-09-20 | 2013-09-20 | Movement conversion mechanism and actively the Multifunctional brake system of regulation are turned round with slowing down to increase |
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| CN104442779A true CN104442779A (en) | 2015-03-25 |
| CN104442779B CN104442779B (en) | 2017-12-22 |
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| CN201310428447.4A Expired - Fee Related CN104442779B (en) | 2013-09-20 | 2013-09-20 | Movement conversion mechanism and actively the Multifunctional brake system of regulation are turned round with slowing down to increase |
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| CN105398440A (en) * | 2015-12-07 | 2016-03-16 | 宁波拓普智能刹车***有限公司 | Mechanical, electric and magnetic integrated braking power assisting device |
| CN105774788A (en) * | 2016-03-04 | 2016-07-20 | 吉林大学 | Electric power-assisted braking system with composite functions |
| CN107215207A (en) * | 2016-03-21 | 2017-09-29 | 法雷奥离合器公司 | Power generating means |
| CN107757380A (en) * | 2017-11-03 | 2018-03-06 | 吉林大学 | A kind of integrated electric energy assisted braking system |
| CN110329233A (en) * | 2019-07-17 | 2019-10-15 | 北京金万安汽车电子技术研发有限公司 | Electro-hydraulic brake device |
| CN110715001A (en) * | 2019-10-19 | 2020-01-21 | 山东理工大学 | Bidirectional synchronous reinforcement type electromechanical brake actuator based on rotating motor and ball screw |
| CN112238852A (en) * | 2019-07-17 | 2021-01-19 | 丰田自动车株式会社 | Brake exhaust device |
| CN113673121A (en) * | 2021-09-29 | 2021-11-19 | 中汽创智科技有限公司 | Method and device for determining relation between motor torque and motor rotating speed and storage medium |
| CN113677574A (en) * | 2019-04-01 | 2021-11-19 | 罗伯特·博世有限公司 | Actuating device for a brake system |
| CN113942479A (en) * | 2020-07-15 | 2022-01-18 | 比亚迪股份有限公司 | Braking system and automobile |
| CN114802143A (en) * | 2022-05-09 | 2022-07-29 | 中汽创智科技有限公司 | Pressure control unit and braking system |
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| CN113942479A (en) * | 2020-07-15 | 2022-01-18 | 比亚迪股份有限公司 | Braking system and automobile |
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| CN114802143A (en) * | 2022-05-09 | 2022-07-29 | 中汽创智科技有限公司 | Pressure control unit and braking system |
| CN116907012A (en) * | 2023-09-12 | 2023-10-20 | 珠海翔翼航空技术有限公司 | Air conditioning device of flight simulator |
| CN116907012B (en) * | 2023-09-12 | 2023-12-19 | 珠海翔翼航空技术有限公司 | Air conditioning device of flight simulator |
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