CN109927694B - Safety redundant pneumatic wire control electromechanical composite braking system and vehicle - Google Patents
Safety redundant pneumatic wire control electromechanical composite braking system and vehicle Download PDFInfo
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- CN109927694B CN109927694B CN201910346120.XA CN201910346120A CN109927694B CN 109927694 B CN109927694 B CN 109927694B CN 201910346120 A CN201910346120 A CN 201910346120A CN 109927694 B CN109927694 B CN 109927694B
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Abstract
The invention provides a safe and redundant pneumatic line control electromechanical composite braking system and a vehicle, and relates to the technical field of vehicle braking. The safe and redundant pneumatic wire-controlled electromechanical composite braking system comprises a pneumatic braking component, a motor braking component and a wire-controlled braking controller, wherein the wire-controlled braking controller is respectively connected with the pneumatic braking component and the motor braking component, and when a braking signal is received, the pneumatic braking component is controlled to generate pneumatic braking force, and meanwhile, the motor braking component is controlled to generate motor braking force, so that a double braking effect is realized, the braking efficiency is high, and the safety performance of a vehicle is good.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to a safe and redundant pneumatic wire-controlled electromechanical composite braking system and a vehicle.
Background
Motorization and intellectualization are two major directions of automobile development. On one hand, the recovery of braking energy of an electric automobile through a motor braking mode is one of main energy-saving ways, and how to organically combine traditional mechanical braking and electric braking into an efficient electromechanical composite braking system is always the focus of industry research; on the other hand, the implementation of automatic driving is based on the implementation of a brake-by-wire system, and higher requirements are put on the safety level of the brake system.
The brake system is controlled by a wire, and the brake system for automatically and accurately regulating and controlling the braking force can be realized. At present, an electromechanical composite braking system for an intelligent electric automobile is lack of a mature technology, and further improvement and improvement of braking performance are urgently needed.
Disclosure of Invention
The invention aims to provide a safe and redundant pneumatic wire control electromechanical composite braking system which is applicable to both manual driving and automatic driving, can realize pneumatic braking and motor braking simultaneously, and has the advantages of high braking efficiency, accurate control and good safety.
The invention further provides a vehicle, which comprises the safe and redundant pneumatic wire control electromechanical composite braking system, and can realize pneumatic braking and motor braking simultaneously, so that the braking efficiency is high and the safety is good.
The invention improves the technical problems by adopting the following technical proposal.
The invention provides a safe and redundant pneumatic line-control electromechanical composite braking system which comprises a pneumatic braking component, a motor braking component and a line-control braking controller. The pneumatic brake assembly comprises an air source, a brake pedal, a pressure increasing valve and a relay valve. The motor brake assembly includes a drive motor and a motor controller.
The air source is respectively communicated with the brake pedal, the booster valve and the relay valve air channel, the relay valve is communicated with the booster valve air channel, and the relay valve is used for being connected with a brake of a wheel and conducting a brake air channel between the air source and the brake.
The motor controller is connected with the driving motor, the driving motor is used for being in transmission connection with a rear axle, and the linear control dynamic controller is respectively and electrically connected with the brake pedal, the booster valve, the relay valve and the motor controller.
The brake-by-wire controller is used for receiving a braking signal and conducting the braking air circuit according to the braking signal so as to enable the brake to generate air pressure braking force. And the linear control brake controller is also used for sending a control command to the motor controller according to the braking signal, and the motor controller controls the driving motor according to the control command to generate motor braking force for the rear axle.
Further, the brake pedal gas circuit control device also comprises a pressure backup valve which is respectively communicated with the brake pedal and the relay valve gas circuit. The relay valve can be communicated with the air source through the pressure increasing valve, or the relay valve can be communicated with the brake pedal through the pressure backup valve.
Further, the pressure increasing valve is a normally closed valve, and the pressure backup valve is a normally open valve.
Further, a stroke sensor is arranged on the brake pedal and used for detecting the stroke of the brake pedal, and the linear control brake controller is connected with the stroke sensor. The brake-by-wire controller receives a braking signal of the stroke sensor and controls the pressurizing valve and the standby pressure valve to be electrified according to the braking signal so as to conduct the braking air circuit; and simultaneously, the linear control brake controller sends a control instruction to the motor controller according to the braking signal.
Further, a pressure regulating valve is arranged on the braking air path, the linear control brake controller is electrically connected with the pressure regulating valve, and the linear control brake controller can control the pressure regulating valve to regulate the magnitude of the pneumatic braking force.
Further, a pressure sensor is arranged on the braking air path and used for detecting the magnitude of the pneumatic braking force.
Further, the number of the air brake assemblies is two, one for braking the front wheels and the other for braking the rear wheels, and the brake pedals in the two air brake assemblies are identical.
Further, the brake-by-wire controller is used for being connected with the whole vehicle controller, receiving a braking signal of the whole vehicle controller, and controlling the pressurizing valve and the standby pressure valve to be electrified according to the braking signal so as to conduct the braking air circuit; and meanwhile, the brake-by-wire controller sends a control instruction to the motor controller according to the braking signal, and the rear axle receives the braking force of the motor.
Further, the motor brake assembly further comprises a transmission, the driving motor is connected with the transmission, and the transmission is in transmission connection with the rear axle, so that motor braking force generated by the driving motor is transmitted to the rear axle.
The invention provides a vehicle, which comprises a vehicle body and the safety redundant pneumatic line-control electromechanical composite braking system, wherein the safety redundant pneumatic line-control electromechanical composite braking system is arranged on the vehicle body.
The pneumatic line control electromechanical composite braking system and the vehicle with safety redundancy have the following beneficial effects:
the invention provides a safe and redundant pneumatic wire-controlled electromechanical composite braking system which comprises a pneumatic braking component, a motor braking component and a wire-controlled braking controller, wherein the wire-controlled braking controller is respectively connected with the pneumatic braking component and the motor braking component. When the brake signal is received by the brake-by-wire controller, the pneumatic brake assembly is controlled to conduct the brake air path, air enters the brakes of all the wheels, and the brakes brake the wheels, so that the pneumatic brake is realized. And the brake-by-wire controller can also control the motor braking component to generate motor braking force, specifically, the driving motor generates reverse torque and acts on the rear axle to brake wheels, so that motor braking is realized. The dual braking effect of pneumatic braking and motor braking is achieved, so that the braking efficiency is high, and the safety performance of the vehicle is good. The safe and redundant pneumatic wire control electromechanical composite braking system is not only suitable for a manual driving state, but also suitable for an automatic driving state, the double braking effect greatly improves the safety performance of the vehicle, and provides safety guarantee for the running of the vehicle.
The vehicle provided by the invention comprises the safe and redundant pneumatic line control electromechanical composite braking system, can realize pneumatic braking and motor braking at the same time, and has the advantages of high braking efficiency, good safety performance and wide application prospect.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of an application scenario of a pneumatic brake-by-wire electromechanical hybrid brake system with safety redundancy according to an embodiment of the present invention;
fig. 2 is a control flow diagram of a pneumatic line-controlled electromechanical hybrid braking system with safety redundancy according to an embodiment of the present invention.
Icon: 1-an air source; 2-a brake pedal; 3-a booster valve; 4-a pressure preparation valve; 5-relay valve; 6-a pressure regulating valve; 7-a pressure sensor; 8-wheel speed sensor; 91-a first three-way valve; 92-a second three-way valve; 93-a third three-way valve; 10-driving a motor; 11-a motor controller; a 12-speed transmission; 13-a wire control brake controller; 101-a first pipeline; 103-a second line; 105-brake; 107-rear axle.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of the present invention, it should be understood that the azimuth or positional relationship indicated by the terms "upper", "lower", etc. are based on the azimuth or positional relationship shown in the drawings, or the azimuth or positional relationship conventionally put in use of the product of the present invention, or the azimuth or positional relationship conventionally understood by those skilled in the art, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and thus should not be construed as limiting the present invention.
The terms "first", "second", and the like, are used merely for distinguishing the description and have no special meaning.
In the description of the present invention, it should also be noted that, unless explicitly stated and limited otherwise, the terms "disposed" and "mounted" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Referring to fig. 1, a broken line indicates an electrical circuit. The air pressure line control electromechanical composite braking system with safety redundancy provided by the embodiment comprises an air pressure braking component, a motor braking component and a line control braking controller 13. The pneumatic brake assembly comprises an air source 1, a brake pedal 2, a booster valve 3, a standby valve 4, a relay valve 5 and a pressure regulating valve 6. The motor brake assembly includes a drive motor 10, a transmission 12, and a motor controller 11.
The air source 1 is a high-pressure air storage tank, in this embodiment, two high-pressure air storage tanks are provided, one is used for supplying air for braking of the front wheels, and the other is used for supplying air for braking of the rear wheels. The air source 1 is respectively communicated with the air passage of the brake pedal 2, the pressure increasing valve 3 and the relay valve 5, the brake pedal 2 is communicated with the air passage of the pressure backup valve 4, and the relay valve 5 is selectively communicated with the air passage of the pressure increasing valve 3 and the air passage of the pressure backup valve 4. The relay valve 5 is used for being connected with the brake 105 of the wheel and conducting a brake air path between the air source 1 and the brake 105. The motor controller 11 is connected with the driving motor 10, and the driving motor 10 is used for being in transmission connection with the rear axle 107, and the linear control brake controller 13 is respectively and electrically connected with the brake pedal 2, the booster valve 3, the relay valve 5 and the motor controller 11.
The brake-by-wire controller 13 is configured to receive a brake signal and to turn on a brake air path according to the brake signal so that the brake 105 generates an air pressure braking force. Meanwhile, the brake-by-wire controller 13 sends a control command to the motor controller 11 according to the braking signal, and the motor controller 11 controls the driving motor 10 according to the control command so as to enable the rear axle 107 to generate motor braking force, thereby realizing dual braking effects of pneumatic braking and motor braking.
Specifically, the high-pressure air storage tank is connected with a first three-way valve 91, a first end of the first three-way valve 91 is communicated with an outlet of the high-pressure air storage tank, a second end of the first three-way valve is communicated with the brake pedal 2, and a third end of the first three-way valve is communicated with the relay valve 5 through a first pipeline 101. The relay valve 5 is communicated with the brake 105 of the wheel through the second pipeline 103, when the relay valve 5 is opened, brake gas in the high-pressure gas storage tank can enter the brake 105 through the first pipeline 101 and the second pipeline 103, and the brake 105 generates pneumatic braking force to tightly hold the wheel, so that the wheel braking is realized. Namely, the air path formed by the first pipeline 101 and the second pipeline 103 is a brake air path.
The first pipeline 101 is provided with a second three-way valve 92, a first end of the second three-way valve 92 is communicated with a third end of the first three-way valve 91, a second end of the second three-way valve 92 is communicated with the relay valve 5, and the third end of the second three-way valve 92 is communicated with the pressure increasing valve 3. One end of the pressure increasing valve 3 is communicated with the first pipeline 101 through the second three-way valve 92, and the other end of the pressure increasing valve is communicated with the relay valve 5; one end of the pressure-backup valve 4 is communicated with the brake pedal 2, and the other end is communicated with the relay valve 5. Optionally, the pressure increasing valve 3 and the pressure backup valve 4 are collected on the same air path through a third three-way valve 93 and are communicated with the relay valve 5, namely, a first end of the third three-way valve 93 is communicated with the pressure increasing valve 3, a second end of the third three-way valve 93 is communicated with the pressure backup valve 4, and a third end of the third three-way valve is communicated with the relay valve 5.
Optionally, a pressure regulating valve 6, i.e. an ABS valve (Anti-lock Braking System, anti-lock brake system), is arranged in the brake air line, in this embodiment the pressure regulating valve 6 is arranged in the second line 103, i.e. in the line between the relay valve 5 and the brake 105. The linear control brake controller 13 is electrically connected to the pressure regulating valve 6, and controls the magnitude of the pneumatic braking force. The pressure sensor 7 is installed on the pipeline between the air pressure regulating valve and the brake 105 and is used for detecting the magnitude of air pressure braking force. It is easy to understand that the pressure sensor 7 is electrically connected to the line control brake controller 13, and feeds back the detected air pressure braking force magnitude signal to the line control brake controller 13. Optionally, a wheel speed sensor 8 is also mounted on the brake 105 for detecting the rotational speed of the wheel. The wheel speed sensor 8 is electrically connected to the on-line controller 13, and feeds back a detected wheel rotation speed signal to the on-line controller 13.
In this embodiment, the booster valve 3 is a normally closed valve, i.e. is opened after being electrified; the pressure-preparing valve 4 is a normally open valve, namely is closed after being electrified. The pressure-backup valve 4 is respectively communicated with the gas paths of the brake pedal 2 and the relay valve 5. The relay valve 5 can be communicated with the air source 1 through the booster valve 3 to realize conduction; alternatively, the relay valve 5 may be connected to the brake pedal 2 via the backup valve 4, thereby achieving conduction. When the brake pedal 2 is depressed, the gas in the high-pressure gas storage tank can enter the pressure-preparing valve 4 through the brake pedal 2, and if the brake pedal 2 is in a lifting state, the passage between the gas source 1 and the pressure-preparing valve 4 is blocked, and the gas in the gas source 1 cannot enter the pressure-preparing valve 4.
The brake pedal 2 is provided with a stroke sensor, i.e., a displacement sensor, for detecting the stroke of the brake pedal 2, i.e., the depth to which the brake pedal 2 is depressed. The linear actuator controller 13 is connected to the stroke sensor. The brake-by-wire controller 13 receives a braking signal of the stroke sensor, controls the booster valve 3 and the standby valve 4 to be electrified according to the braking signal, the booster valve 3 is opened, the standby valve 4 is closed, gas in the gas source 1 enters the relay valve 5 through the first three-way valve 91, the second three-way valve 92, the booster valve 3 and the third three-way valve 93, the relay valve 5 is opened to enable a braking gas circuit to be conducted, and the gas in the gas source 1 enters the brakes 105 of all wheels through the first pipeline 101 and the second pipeline 103 to generate pneumatic braking force. Meanwhile, the brake-by-wire controller 13 issues a control instruction to the motor controller 11 according to the brake signal.
Alternatively, the number of air brake assemblies is two, one for braking the front wheels and the other for braking the rear wheels, the brake pedals 2 in the two air brake assemblies being identical. When receiving the braking signal of the brake pedal 2, the brake-by-wire controller 13 simultaneously controls the two pneumatic brake assemblies to brake the front and rear wheels simultaneously.
In the motor brake assembly, a motor controller 11 is electrically connected with a linear motor controller 13, and the motor controller 11 is electrically connected with a driving motor 10. The drive motor 10 is connected to a transmission 12, the transmission 12 being intended for driving connection to a rear axle 107 of the vehicle. Specifically, when the brake signal of the brake pedal 2 is received by the brake-by-wire controller 13 through the stroke sensor, a control command is sent to the motor controller 11 through CAN communication according to the brake signal, and the motor controller 11 controls the driving motor 10 to generate reverse torque, i.e., force for preventing the wheels from moving forward. The reverse torque is transmitted to the rear axle 107 through the transmission 12, the rear axle 107 is prevented from rotating, the rear axle 107 receives the reverse torque, and the rear wheel cannot be driven to continue to move forward, so that the rear wheel is braked.
It should be noted that the structures of the wheel brakes 105, the transmission 12, the rear axle 107, and the like are all existing structures in the vehicle technical field and will not be described in detail herein.
In a non-braking state, the brake pedal 2 is lifted, the booster valve 3 is closed, the standby valve 4 is opened, and the relay valve 5 is closed; in a braking state, namely, the brake pedal 2 is stepped down, a stroke sensor transmits a braking signal to the linear control brake controller 13, the linear control brake controller 13 enables the booster valve 3 and the standby valve 4 to be electrified according to the received braking signal, at the moment, the booster valve 3 is opened, the standby valve 4 is closed, gas in the high-pressure gas storage tank enters the booster valve 3 through the first three-way valve 91, the first pipeline 101 and the second three-way valve 92, then enters the relay valve 5 through the third three-way valve 93, the gas enters the relay valve 5, and a braking gas path is conducted. The gas in the high-pressure gas storage tank enters the relay valve 5 through the first three-way valve 91 and the first pipeline 101, and then enters the brake 105 through the second pipeline 103, the brake 105 generates pneumatic braking force, and the front wheels and the rear wheels realize pneumatic braking. Meanwhile, the brake-by-wire controller 13 sends a control command to the motor controller 11 according to the received braking signal, the motor controller 11 controls the driving motor 10 to generate reverse torque, the reverse torque is transmitted to the rear axle 107 through the transmission 12 to prevent the rear axle 107 from rotating, and therefore the rear wheels realize motor braking.
The brake signal is sent out by stepping on the brake pedal 2, and belongs to a control mode under a manual driving state. The safe and redundant pneumatic wire-control electromechanical composite braking system is also suitable for vehicles in an automatic driving state, the vehicles are in the automatic driving state, and the vehicles are controlled by a whole vehicle controller. The brake-by-wire controller 13 is used for being connected with the whole vehicle controller, CAN receive a brake signal of the whole vehicle controller through CAN communication, and determines the magnitude of the air pressure braking force and the magnitude of the motor braking force according to the brake signal. Then, the linear control brake controller 13 controls the pressurizing valve 3 and the standby pressure valve 4 to be electrified so as to conduct a braking air path, and the pressure regulating valve 6 is used for regulating and controlling the magnitude of the pneumatic braking force so as to realize the pneumatic braking of the front wheel and the rear wheel; meanwhile, the brake-by-wire controller 13 sends a control command to the motor controller 11 through CAN communication according to the brake signal of the whole vehicle controller, so that the driving motor 10 generates reverse torque to realize motor braking on the rear wheels.
In addition, when the electric control system of the vehicle fails, that is, the brake-by-wire controller 13 and the motor controller 11 cannot be used, the pneumatic brake-by-wire electromechanical composite braking system with safety redundancy still has a redundant mechanical braking function. Specifically, if the electric control fails, manual driving can only be performed, when the driver steps on the brake pedal 2, the booster valve 3 and the standby valve 4 cannot be electrified, but the standby valve 4 is a normally open valve, after the driver steps on the brake pedal 2, gas in the gas source 1 can enter the standby valve 4 through the brake pedal 2 and then enter the relay valve 5 through the third three-way valve 93, so that the relay valve 5 is opened, the brake gas circuit is conducted, and the gas in the gas source 1 can also enter the brakes 105 of all wheels through the first pipeline 101 and the second pipeline 103, so that the pneumatic braking of front wheels and rear wheels is realized. The pressure of the air pressure regulating valve can not be controlled after the electric control fails, and the air pressure braking force can not be regulated.
The vehicle provided by the embodiment comprises a vehicle body and the safety redundant air pressure line control electromechanical composite braking system, wherein the safety redundant air pressure line control electromechanical composite braking system is arranged on the vehicle body, can realize air pressure braking and motor braking simultaneously, and is high in braking efficiency, accurate in control, good in safety and capable of realizing necessary braking functions after electric control fails. The vehicle can be a pure electric vehicle, a hybrid electric vehicle, a fuel cell vehicle and the like, and has wide application range.
Referring to fig. 2, the present invention provides a safe and redundant pneumatic wire-controlled electromechanical composite braking system, which has the following specific control principle:
first, it is determined whether the vehicle stops running, and if the vehicle stops, the control flow ends. If the vehicle is running, it is determined whether the vehicle is in an automatic driving state or a manual driving state.
If the driver is in a manual driving state, whether the brake pedal 2 is depressed or not is judged, and braking is not required if the driver is not depressed. If the brake pedal 2 is depressed, checking whether the brake control circuit fails (i.e., whether the brake-by-wire controller 13 fails); if the brake pedal is not invalid, the brake-by-wire controller 13 controls the booster valve 3 and the booster valve 4 to be electrified, closes the booster valve 4 and opens the booster valve 3, and the brake-by-wire controller 13 judges the braking intention according to a braking signal detected by a stroke sensor on the brake pedal 2, determines a motor braking force and pneumatic power distribution strategy, controls the motor controller 11 through the CAN to enable the driving motor 10 to generate reverse torque to brake the rear wheels; and simultaneously, the braking pressure of the front wheel and the rear wheel is controlled through the pressure regulating valve 6. Judging whether the braking process is finished or not, judging the braking intention according to the braking signal if the braking process is not finished, and repeating the operation. If the braking process is finished, the linear control brake controller 13 controls the pressure increasing valve 3 and the pressure preparing valve 4 to be powered off, the pressure preparing valve 4 is opened, the pressure increasing valve 3 is closed, and the next braking is waited.
If the control circuit fails after checking whether the brake control circuit fails, the mechanical pneumatic brake is performed without electronic regulation. And judging whether the braking process is finished or not, if the braking process is not finished, continuing to perform mechanical pneumatic braking, and not regulating and controlling electronically. The above operation is repeated. If the braking process is finished, a fault alarm is sent out, and a maintenance control circuit is waited.
After judging whether the vehicle is in an automatic driving state or a manual driving state, if so, judging whether active braking is needed, and if not, returning to judging whether the vehicle is running; if active braking is needed, the wire control brake controller 13 controls the booster valve 3 and the backup pressure valve 4 to be electrified, closes the backup pressure valve 4 and opens the booster valve 3, and the wire control brake controller 13 determines a motor braking force and air pressure power distribution strategy according to an automatic driving strategy and controls the motor controller 11 through the CAN to enable the driving motor 10 to generate reverse torque to brake the rear wheels; and simultaneously, the braking pressure of the front wheel and the rear wheel is controlled through the pressure regulating valve 6. And judging whether the braking process is finished or not, if the braking process is not finished, determining a motor braking force and pneumatic power distribution strategy according to an automatic driving strategy, and repeating the operation. If the braking process is finished, the linear control brake controller 13 controls the pressure increasing valve 3 and the pressure preparing valve 4 to be powered off, the pressure preparing valve 4 is opened, the pressure increasing valve 3 is closed, and the next braking is waited.
In summary, the pneumatic line control electromechanical composite brake system and the vehicle with safety redundancy provided by the invention have the following beneficial effects:
the pneumatic line control electromechanical composite braking system and the vehicle with safety redundancy can realize double braking effects of pneumatic braking and motor braking, are high in braking efficiency and accurate in control, and still have mechanical pneumatic braking effects after the line control braking controller 13 fails, so that the safety performance is high.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications, combinations and variations of the present invention will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. The safe and redundant pneumatic wire-controlled electromechanical composite braking system is characterized by comprising a pneumatic braking component, a motor braking component and a wire-controlled braking controller; the pneumatic brake assembly comprises an air source, a brake pedal, a booster valve and a relay valve; the motor braking assembly comprises a driving motor and a motor controller;
the air source is respectively communicated with the brake pedal, the booster valve and the relay valve air channel, the relay valve is communicated with the booster valve air channel, and the relay valve is used for being connected with a brake of a wheel and conducting a brake air channel between the air source and the brake;
the motor controller is connected with the driving motor, the driving motor is in transmission connection with a rear axle, and the linear control dynamic controller is respectively and electrically connected with the brake pedal, the booster valve, the relay valve and the motor controller;
the brake-by-wire controller is used for receiving a braking signal and conducting the braking air circuit according to the braking signal so as to enable the brake to generate air pressure braking force; the brake-by-wire controller is also used for sending a control instruction to the motor controller according to the braking signal, and the motor controller is used for controlling the driving motor according to the control instruction to generate motor braking force for the rear axle;
the auxiliary pressure valve is communicated with the brake pedal and the relay valve air circuit respectively; the relay valve can be communicated with the air source through the pressure increasing valve, or the relay valve can be communicated with the brake pedal through the pressure backup valve;
the pressure increasing valve is a normally closed valve, and the pressure backup valve is a normally open valve;
the brake pedal is provided with a stroke sensor for detecting the stroke of the brake pedal, and the linear control brake controller is connected with the stroke sensor; the brake-by-wire controller receives a braking signal of the stroke sensor and controls the pressurizing valve and the standby pressure valve to be electrified according to the braking signal so as to conduct the braking air circuit; simultaneously, the linear control brake controller sends a control instruction to the motor controller according to the braking signal;
the brake-by-wire controller is used for being connected with the whole vehicle controller, receiving a braking signal of the whole vehicle controller, controlling the pressurizing valve and the pressure preparation valve to be electrified according to the braking signal so as to conduct the braking gas circuit, and generating air pressure braking force by the brake; and meanwhile, the brake-by-wire controller sends a control instruction to the motor controller according to the braking signal, and the rear axle receives the braking force of the motor.
2. The safety redundant pneumatic line control electromechanical composite brake system according to claim 1, wherein a pressure regulating valve is arranged on the brake air path, the line control brake controller is electrically connected with the pressure regulating valve, and the line control brake controller can control the pressure regulating valve to regulate the magnitude of pneumatic braking force.
3. The safety redundant air pressure line control electromechanical composite braking system according to claim 1, wherein a pressure sensor is arranged on the braking air path and is used for detecting the magnitude of the air pressure braking force.
4. A safety redundant air brake-by-wire electromechanical hybrid brake system according to any one of claims 1 to 3 wherein the number of air brake assemblies is two, one for braking the front wheels and the other for braking the rear wheels, the brake pedals in both air brake assemblies being the same.
5. The safety redundant air pressure brake-by-wire electromechanical hybrid brake system according to claim 1, wherein the electric motor brake assembly further comprises a transmission, the drive motor being coupled to the transmission for driving connection to the rear axle such that a motor braking force generated by the drive motor is transferred to the rear axle.
6. A vehicle comprising a vehicle body and the safety redundant air pressure line controlled electromechanical hybrid brake system of any one of claims 1 to 5 mounted on the vehicle body.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910346120.XA CN109927694B (en) | 2019-04-26 | 2019-04-26 | Safety redundant pneumatic wire control electromechanical composite braking system and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910346120.XA CN109927694B (en) | 2019-04-26 | 2019-04-26 | Safety redundant pneumatic wire control electromechanical composite braking system and vehicle |
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| CN109927694A CN109927694A (en) | 2019-06-25 |
| CN109927694B true CN109927694B (en) | 2024-04-05 |
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Application publication date: 20190625 Assignee: TIANJIN SOTEREA AUTOMOTIVE TECHNOLOGY Co.,Ltd. Assignor: TSINGHUA University Contract record no.: X2020990000173 Denomination of invention: Compound braking system and vehicle License type: Common License Record date: 20200413 |
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