CN111891102A - Hydraulic balanced brake system for vehicle - Google Patents
Hydraulic balanced brake system for vehicle Download PDFInfo
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- CN111891102A CN111891102A CN202010941772.0A CN202010941772A CN111891102A CN 111891102 A CN111891102 A CN 111891102A CN 202010941772 A CN202010941772 A CN 202010941772A CN 111891102 A CN111891102 A CN 111891102A
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- brake
- hydraulic
- brake circuit
- electric cylinder
- module
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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
- B60T13/74—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
-
- 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
- B60T13/12—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 the fluid being liquid
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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
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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
- B60T13/74—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
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention discloses a hydraulic balanced brake system for a vehicle, which comprises: the first brake circuit and the second brake circuit are used for braking wheels; the brake module is respectively connected with a brake pedal, a brake control system, an oil can, a first brake circuit and a second brake circuit of the vehicle; the electric power-assisted module is respectively connected with the oil can and a brake control system of the vehicle; a hydraulic balancing module connected between the electric power assist module and the first brake circuit, and between the electric power assist module and the second brake circuit. The invention can ensure that the braking hydraulic pressures of the four wheels are the same, so that the braking control precision and the control effect of the vehicle are better; and under the condition that the system fails, hydraulic pressure can be guaranteed to be generated in braking of at least two wheels, and braking safety is greatly improved.
Description
Technical Field
The invention relates to a vehicle hydraulic braking technology, in particular to a hydraulic balanced type braking system for a vehicle.
Background
With the gradual increase of the market share of electric vehicles, the integrated brake-by-wire system becomes the latest product of chassis electric control brake. Under a normal working mode of the system, a hydraulic circuit of a main cylinder and a wheel cylinder is cut off, hydraulic pressure of a wheel brake is generated by electric power assistance, and hydraulic pressure generated by a driver stepping on a pedal enters a simulator; in the system failure mode, hydraulic circuits of the master cylinder and the wheel cylinder are communicated, and hydraulic pressure produced by treading of a driver directly acts on the wheel end.
Because the brake fluid demand of the brakes with the same specification in the real vehicle is not identical, the distance between the friction plate and the brake disc when the brakes are installed is not identical, and the phenomenon that the brake fluid pressure of two brake circuits of the vehicle is not identical when the brake fluid amount is the same is quite common.
In the prior art, an integrated brake-by-wire system (such as CN 105163987A) adopts an H-type brake circuit arrangement to provide the same brake fluid volume for the brake circuits on both sides, and the brake fluid pressures realized by the same brake fluid volumes of the brake circuits on both sides are not equal when an actual vehicle brakes, so that the pressure imbalance of the brake circuits on both sides when the vehicle brakes is caused, and the control accuracy and the control effect are affected; in addition, the system can only build pressure when a motor drives a piston to move forward, two normally closed electromagnetic valves arranged between an outlet of an electric cylinder and a wheel braking circuit need to be quickly and electrically closed when fluid is replenished in a retreating mode so as to avoid hydraulic reduction of the system braking circuit, the two electromagnetic valves need to be quickly reset and closed by designing springs with large installation force, when the electromagnetic valves are electrified and operated, large current is needed to form enough electromagnetic force to overcome the spring force to open the electromagnetic valves so as to communicate the electric cylinder with the wheel braking circuit, the electromagnetic valves are seriously heated when the large current works for a long time, the electromagnetic valve structures and coils need to be redesigned so as to reduce the working current of the electromagnetic valves or reduce the electrifying time, and cost increase or partial working conditions can not meet the.
Disclosure of Invention
According to an embodiment of the present invention, there is provided a hydraulic balanced brake system for a vehicle, including an oil can for supplying brake fluid, further including:
the first brake circuit is used for braking two wheels;
the second brake circuit is used for braking the other two wheels;
the brake module is respectively connected with a brake pedal, a brake control system, an oil can, a first brake circuit and a second brake circuit of the vehicle, provides pedal feeling required by braking of a driver during normal braking, and provides braking force for the first brake circuit and the second brake circuit during failure braking of the system;
the electric power-assisted module is respectively connected with the oil can and the brake control system and is used for establishing and outputting hydraulic braking force required by the brake control system;
and the hydraulic balance module is connected between the electric power-assisted module and the first brake circuit, and between the electric power-assisted module and the second brake circuit, and is used for balancing and inputting the hydraulic braking force output by the electric power-assisted module into the first brake circuit and the second brake circuit.
Further, the first brake circuit and the second brake circuit each include: each wheel corresponds to a normally open valve and a normally closed valve respectively, and the normally closed valve links to each other with the oilcan, and the normally open valve links to each other with hydraulic pressure balanced module and braking module respectively.
Further, the brake module includes:
the brake master cylinder comprises a first cavity and a second cavity which are respectively connected with the oil can and separated by a separating piston, the first cavity is respectively connected with the brake pedal, the pedal simulator and the first brake circuit, the second cavity is connected with the second brake circuit, and after the brake pedal is stepped down, the brake fluid in the first cavity is compressed and pushes the separating piston to compress the brake fluid in the second cavity;
the brake pedal stroke sensor is connected with the piston of the first cavity and used for detecting the stroke of the brake pedal;
the analog diagnosis valve is arranged between the first cavity and the oil can and used for isolating the first cavity from the oil can during system self-diagnosis;
further, the brake module further comprises: the first pressure sensor is used for collecting hydraulic pressure output to the brake master cylinder by a driver;
further, the brake module further comprises: the brake pedal simulation valve is arranged between the first cavity and the brake pedal simulator and is used for communicating or isolating the first cavity and the brake pedal simulator;
the pedal simulator is connected with the first cavity through a brake pedal simulation valve and provides pedal feeling required by braking of a driver;
further, the brake module further comprises:
the input port of the first main cylinder isolation electromagnetic valve is connected with the first cavity, and the output port of the first main cylinder isolation electromagnetic valve is connected with the first brake circuit;
and the input port of the second main cylinder isolation electromagnetic valve is connected with the second cavity, and the output port of the second main cylinder isolation electromagnetic valve is connected with the second brake circuit.
Further, the electric power assist module includes:
the motor is connected with the brake control system;
the bidirectional power assisting unit is connected with the motor, the oil can, the first brake circuit and the second brake circuit, and the motor drives the bidirectional power assisting unit to establish hydraulic braking force in two directions of forward movement or backward movement;
the motor position sensor is used for acquiring a rotor position signal of the motor in real time so as to control the motor to drive the bidirectional power assisting unit by the brake control system.
Further, the bidirectional booster unit includes:
the electric cylinder is a cavity with an opening at one end;
the piston comprises a front section and a rear section, the diameter of the front section is matched with the inner diameter of the electric cylinder, and the diameter of the rear section is smaller than that of the front section; the front section divides the electric cylinder into an electric cylinder front cavity and an electric cylinder rear cavity, the piston moves towards the inner direction of the electric cylinder, the electric cylinder front cavity is compressed, the piston moves towards the outer direction of the electric cylinder, and the electric cylinder rear cavity is compressed; the front cavity and the rear cavity of the electric cylinder are respectively connected with the oil can;
the transmission mechanism is respectively connected with an output shaft of the motor and the rear section of the piston, and the motor drives the piston to reciprocate in the electric cylinder through the transmission mechanism;
the hydraulic balancing system comprises a bidirectional pressure building electromagnetic valve, a hydraulic balancing module and a hydraulic balancing module, wherein one end of the bidirectional pressure building electromagnetic valve is connected with an electric cylinder front cavity, and the other end of the bidirectional pressure building electromagnetic valve is respectively connected with an electric cylinder rear cavity and the hydraulic balancing module; the electric cylinder rear cavity is connected with the hydraulic balance module.
Further, the two-way helping hand unit still contains: the electric cylinder liquid suction one-way valve is arranged between the oil can and the electric cylinder front cavity, and the brake fluid flow direction of the electric cylinder liquid suction one-way valve is the one-way flow direction of the oil can to the electric cylinder front cavity.
Further, the bidirectional booster unit may further include: the hydraulic control system comprises an electric cylinder hydraulic one-way valve, wherein the electric cylinder hydraulic one-way valve is connected with a bidirectional piezoelectric solenoid valve in parallel, and the brake fluid of the electric cylinder hydraulic one-way valve flows out in one direction of an electric cylinder front cavity.
Further, the two-way helping hand unit still contains: and the second pressure sensor is used for acquiring the hydraulic pressure output by the bidirectional power assisting unit.
Further, the hydraulic balance module comprises a first hydraulic balance valve and a second hydraulic balance valve which are connected in series, one end of the first hydraulic balance valve and one end of the second hydraulic balance valve which are connected with the two-way build-up electromagnetic valve and the rear cavity of the electric cylinder, the other end of the first hydraulic balance valve is connected with the first brake circuit, and the other end of the second hydraulic balance valve is connected with the second brake circuit.
Further, the first hydraulic balance valve and the second hydraulic balance valve are pressure balance valves.
According to the hydraulic balanced type brake system for the vehicle, disclosed by the embodiment of the invention, the brake hydraulic pressures of the four wheels can be ensured to be the same, so that the brake control precision and the control effect of the vehicle are better; and under the condition that the system fails, hydraulic pressure can be guaranteed to be generated in braking of at least two wheels, and braking safety is greatly improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and are intended to provide further explanation of the claimed technology.
Drawings
FIG. 1 is a schematic diagram of a hydraulic balanced brake system for a vehicle without an electric cylinder outlet check valve according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an electric cylinder outlet check valve in a hydraulic balanced brake system for a vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of the connection of the electric power assist module and the hydraulic balancing module of FIG. 1;
FIG. 4 is a schematic diagram of the connection of the electric power assist module and the hydraulic balancing module of FIG. 2;
FIG. 5 is a schematic illustration of the first brake circuit of FIG. 1 or FIG. 2;
fig. 6 is a schematic diagram of the second brake circuit of fig. 1 or 2.
Detailed Description
The present invention will be further explained by describing preferred embodiments of the present invention in detail with reference to the accompanying drawings.
First, a hydraulic balanced type brake system for a vehicle according to an embodiment of the present invention will be described with reference to fig. 1 to 6, which is used for conventional braking, emergency braking, and system failure braking of a vehicle, and can be applied to braking of a vehicle from a conventional fuel vehicle to automatic driving, and has a wide application range.
As shown in fig. 1-2, the hydraulic balanced brake system for a vehicle according to an embodiment of the present invention includes an oil can 1 for providing brake fluid, a first brake circuit 2, a second brake circuit 3, a brake module, an electric power assisting module, and a hydraulic balancing module, wherein after a driver steps on a brake pedal 7, the brake module transmits a brake pedal stroke and a signal of a first pressure sensor 44 to a brake control system, the brake control system controls the electric power assisting module to output corresponding hydraulic brake force to the first brake circuit 2 and the second brake circuit 3 at a wheel end according to the brake pedal stroke signal and the signal of the first pressure sensor 44, and the brake pedal feeling of the driver is generated by a pedal simulator 8, so as to implement physical decoupling between a brake input of the driver and a brake output at the wheel end and implement brake-by-wire.
Specifically, as shown in fig. 1, 2, 5, and 6, the first brake circuit 2 is used for braking two wheels, and the second brake circuit 3 is used for braking the remaining two wheels. As shown in fig. 4 and 5, the first brake circuit 2 is provided with a pair of normally open valves 21, 22 and a pair of normally closed valves 23, 24, the second brake circuit 3 is provided with a pair of normally open valves 31, 32 and a pair of normally closed valves 33, 34, one for each wheel, the normally closed valves for the four wheels being connected to the oilcan 1, the normally open valves being connected to the electric assist module and the brake module. In this embodiment, when one or more of the wheel brake fluid pressures fails, the normally open valve corresponding to its wheel is closed, ensuring that the remaining wheels are able to brake.
Specifically, as shown in fig. 1-2, the brake module is respectively connected with a brake pedal 7, a brake control system, an oil can 1, and a first brake circuit 2 and a second brake circuit 3 of a vehicle. The brake module has: a master cylinder 41, a brake pedal stroke sensor 42, and a simulation diagnosis valve 43, and in the present embodiment, the brake module further includes: a first pressure sensor 44, a brake pedal simulation valve 45, a pedal simulator 8, a first master cylinder isolation solenoid valve 46, a second master cylinder isolation solenoid valve 47.
Further, as shown in fig. 1 to 2, the brake master cylinder 41 includes a first chamber 411 and a second chamber 412 respectively connected to the oil can 1 and partitioned by a partition piston 413, wherein the first chamber 411 is respectively connected to the brake pedal 7, the pedal simulator 8 and the first brake circuit 2, the second chamber 412 is connected to the second brake circuit 3, and when the brake pedal 7 is stepped on, the brake fluid in the first chamber 411 is compressed and pushes the partition piston 413 to compress the brake fluid in the second chamber 412. During normal operation, brake fluid in the first chamber 411 enters the pedal simulator 8 through the brake pedal simulator valve 45 to provide a driver with a brake pedal feeling, and during system failure braking, the hydraulic pressures of the first chamber 411 and the second chamber 412 are synchronously and simultaneously output to the first brake circuit 2 and the second brake circuit 3 respectively.
Further, as shown in fig. 1 to 2, a brake pedal stroke sensor 42 is connected to a first chamber piston of the brake master cylinder pushed by the brake pedal 7, and is used for detecting a stroke of stepping on the brake pedal 7, so that the brake control system can control the build-up hydraulic pressure to output a proper braking force.
Further, as shown in fig. 1 to 2, the analog diagnosis valve 43 is disposed between the first cavity 411 and the oil can 1, and the analog diagnosis valve 43 is connected to the brake control system and the first cavity 411 for isolating the first cavity 411 and the oil can 1 during self-diagnosis of the system, so as to enable the brake control system to build a pressure suitable for diagnosing whether there is any leakage in the hydraulic balanced brake system.
Further, as shown in fig. 1-2, the first pressure sensor 44 collects the hydraulic pressure output by the driver at the brake master cylinder 41, so that the brake control system can further judge and confirm the braking intention of the driver.
Further, as shown in fig. 1 to 2, a brake pedal simulation valve 45 is disposed between the first chamber 411 and the brake pedal simulator 8 for communicating or isolating the first chamber 411 and the brake pedal simulator 8.
Further, as shown in fig. 1 to 2, an input port of the first master cylinder isolation solenoid valve 46 is connected to the first chamber 411, and an output port is connected to the first brake circuit 2; the input port of the second master cylinder isolation solenoid valve 47 is connected to the second chamber 412, and the output port is connected to the second brake circuit 3. The first master cylinder isolation solenoid valve 46 and the second master cylinder isolation solenoid valve 47 prevent the hydraulic pressure of the electric booster module from flowing into the brake master cylinder 41 and the pedal simulator 8 during normal operation, and communicate the brake module with the first brake circuit 2 and the second brake circuit 3 during system failure braking.
Specifically, as shown in fig. 1-2, the electric power-assisted module is respectively connected to the oil can 1, the brake module and the hydraulic balance module, and is used for establishing and outputting a hydraulic braking force required by the brake control system. The electric power-assisted module has: motor 51, bidirectional booster unit, motor position sensor 53. Wherein, the motor 51 is connected with a brake control system; the bidirectional boosting unit is connected with the motor 51, the oil can 1, the first brake circuit 2 and the second brake circuit 3; the motor position sensor 53 collects a rotor position signal of the motor 51 in real time, so that the brake control system can control the motor 51 to drive the movement stroke of the bidirectional power assisting unit. The motor 51 drives the bidirectional power assisting unit to establish hydraulic braking force in two directions of forward movement or backward movement, the hydraulic braking force is transmitted to the first brake circuit 2 and the second brake circuit 3 by the bidirectional power assisting unit to realize braking of the vehicle, and signals are collected by the motor position sensor 53 to ensure that the brake control system can output and control the hydraulic braking force.
Further, as shown in fig. 1 to 2, the bidirectional booster unit includes: an electric cylinder 521, a piston 522, a transmission mechanism 523 and a bidirectional pressure build electromagnetic valve 524.
Further, as shown in fig. 1-2, the electric cylinder 521 is a cavity with an opening at one end thereof for mounting and actuating the piston 522.
Further, as shown in fig. 1 to 2, the piston 522 has a front section 5221 and a rear section 5222, the diameter of the front section 5221 is matched with the inner diameter of the electric cylinder 521, the diameter of the rear section 5222 is smaller than that of the front section 5221, the front section 5221 divides the electric cylinder 521 into a dynamic electric cylinder front cavity 5211 and an electric cylinder rear cavity 5212 which are isolated from each other, the electric cylinder inner cavity in front of the front section 5221 is the electric cylinder front cavity 5211, the electric cylinder inner cavity behind the front section 5221 is the electric cylinder rear cavity 5212, and the electric cylinder front cavity 5211 and the electric cylinder rear cavity 5212 are respectively connected with the oil can 1. In this embodiment, the brake fluid in the front cylinder chamber 5211 during forward pressure buildup can smoothly enter the rear cylinder chamber 5212, the first brake circuit 2 and the second brake circuit 3, the hydraulic pressures of the front cylinder chamber 5211, the rear cylinder chamber 5212, the first brake circuit 2 and the second brake circuit 3 are equal, and when the forward pressure buildup is switched to the reverse pressure buildup, the system has no pressure reduction and no time delay in pressure buildup, and has a high dynamic response characteristic.
Further, as shown in fig. 1 to 2, in the present embodiment, the bidirectional booster unit further includes: the electric cylinder fluid suction check valve 526 is arranged between the oil can 1 and the electric cylinder front cavity 5211, and the brake fluid of the electric cylinder fluid suction check valve 526 flows to the electric cylinder front cavity 5211 in a one-way mode of the oil can 1, so that the supply of the brake fluid in the electric cylinder front cavity 5211 is ensured, and the brake fluid is prevented from flowing back into the oil can 1.
Further, as shown in fig. 1 to 2, the transmission mechanism 523 is connected to the motor 51 and the rear section 5222, the motor 51 drives part or all of the piston 522 to move back and forth in the electric cylinder 521 through the transmission mechanism 523, when the piston 522 moves forward, that is, moves in the direction of the inside of the electric cylinder 521, the electric cylinder front chamber 5211 is compressed, the electric cylinder rear chamber 5212 is increased, and when the piston 522 moves backward, that is, moves in the direction of the outside of the electric cylinder 521, the electric cylinder front chamber 5211 is increased, and the electric cylinder rear chamber 5212 is decreased.
Further, the transmission 523 converts the rotational motion of the motor 51 into the linear motion acting on the rear section 5222 to move the piston 522 forward and backward to establish hydraulic pressure in the front cylinder chamber 5211 and the rear cylinder chamber 5212. In the present embodiment, the transmission 523 may adopt a lead screw transmission.
Further, as shown in fig. 1 to 4, one end of the bidirectional pressure build solenoid valve 524 is connected to the front cylinder chamber 5211, and the other end is connected to the hydraulic balance module and the rear cylinder chamber 5212. Further, the bidirectional pressure build solenoid valve 524 is opened when the piston 522 advances, and the brake fluid of the front cylinder chamber 5211 simultaneously enters the rear cylinder chamber 5212 and the hydraulic balance module; when the piston 522 retreats to build pressure, the bidirectional pressure building solenoid valve 524 is closed, the brake fluid communication between the front cylinder cavity 5211 and the rear cylinder cavity 5212 is cut off, the hydraulic pressure of the rear cylinder cavity 5212 cannot enter the front cylinder cavity 5211 but only can enter the hydraulic balance module, the pressure can be built in the advancing and retreating processes, and when the piston 522 retreats to release the pressure, the bidirectional pressure building solenoid valve 524 is opened to ensure that the brake fluid flows back into the front cylinder cavity 5211.
In the present embodiment, as shown in fig. 2 and 4, the bidirectional booster unit further includes: the electric cylinder liquid outlet one-way valve 525 is connected with the bidirectional piezoelectric solenoid valve 524 in parallel, and the brake fluid of the electric cylinder liquid outlet one-way valve 525 flows out in one direction of the electric cylinder front cavity 5211.
Further, in the present embodiment, as shown in fig. 1 to 4, the bidirectional booster unit further includes: and the second pressure sensor 527 is used for acquiring the hydraulic pressure output by the bidirectional power assisting unit.
Specifically, as shown in fig. 1 to 4, the hydraulic balancing module is connected between the electric power-assisted module and the first brake circuit, and between the electric power-assisted module and the second brake circuit, and is used for balancing and inputting the hydraulic braking force output by the electric power-assisted module into the first brake circuit 2 and the second brake circuit 3. The hydraulic balancing module has: a first hydraulic balance valve 61 and a second hydraulic balance valve 62 connected in series, wherein the first hydraulic balance valve 61 and the second hydraulic balance valve 62 are identical in the embodiment; one end of the first hydraulic balance valve 61 and the second hydraulic balance valve 62 connected to each other is connected to the two-way build-up solenoid valve 524 and the cylinder rear chamber 5212, the other end of the first hydraulic balance valve 61 is connected to the first brake circuit 2, and the other end of the second hydraulic balance valve 62 is connected to the second brake circuit 3. Through the first hydraulic balance valve 61 and the second hydraulic balance valve 62, when the system fails, the motor 51 and all the electromagnetic valves are powered off, the first hydraulic balance valve 61 disconnects the bidirectional power assisting unit from the first brake circuit 2, the second hydraulic balance valve 62 disconnects the bidirectional power assisting unit from the second brake circuit 3, the safe isolation of the wheel brake circuit and the bidirectional power assisting unit is realized, and meanwhile, the first hydraulic balance valve 61 and the second hydraulic balance valve 62 which are connected in series mutually backup and isolate the first brake circuit 2 and the second brake circuit 3, so that the safe redundancy is realized; and when the forward pressure building and the backward pressure building are carried out, the hydraulic pressure of the bidirectional booster unit is communicated with the first brake circuit 2 and the second brake circuit 3 on two sides through two identical hydraulic balance valves, so that the brake hydraulic pressure of four wheels is ensured to be identical, and the brake control precision and the brake control effect of the vehicle are better.
Further, in this embodiment, the first hydraulic balance valve 61 and the second hydraulic balance valve 62 are pressure balance valves, so as to ensure that when the system fails, the brake hydraulic pressure generated when the driver steps on the brake pedal 7 acts on the pressure balance valves and cannot flow into the rear cavity of the electric cylinder, so that the brake hydraulic pressure can directly flow into the wheels for braking.
When the system normally works, as shown in fig. 1-2, after the brake control system receives a brake signal, the brake control system controls the motor 51 to rotate, the transmission mechanism 523 changes the rotation of the motor 51 into linear motion, and pushes the piston 522 to advance to compress the electric cylinder front cavity 5211 to establish pressure; when the pressure is built up in a backward direction, the motor 51 rotates in a reverse direction, the piston 5232 is retracted to provide a pulling force required by the pressure building in the backward direction, and the compression electric cylinder rear cavity 5212 builds up pressure to realize the backward pressure building. When forward pressure building is performed, the bidirectional pressure building solenoid valve 524 is controlled to be in an open state, so that brake fluid at two ends of the solenoid valve can circulate, because the cross sectional area of the front section 5221 is larger than that of the rear section 5222, a part of brake fluid in the front cylinder cavity 5211 enters the rear cylinder cavity 5212, the other part of brake fluid enters the first brake circuit 2 and the second brake circuit 3 through the first hydraulic balance valve 61 and the second hydraulic balance valve 62, and the hydraulic pressures of the front cylinder cavity 5211, the rear cylinder cavity 5212 and the first brake circuit 2 and the second brake circuit 3 are the same; when the pressure is built by backing, the two-way pressure building solenoid valve 524 is controlled to be in a closed state, the brake fluid circulation of the front cavity 5211 of the electric cylinder and the brake fluid circulation of the rear cavity 5212 of the electric cylinder is cut off, the hydraulic pressure of the rear cavity 5212 of the electric cylinder cannot enter the front cavity 5212 of the electric cylinder but only can enter the first brake circuit 2 and the second brake circuit 3 respectively through the first hydraulic balance valve 61 and the second hydraulic balance valve 62, so that the two-way braking of the forward and the backward is realized, no delay exists, the high dynamic response characteristic is realized, the quick response requirements of the automatic emergency braking, the high-level assistance and the automatic driving functions can be met, the hydraulic pressures of the four wheels are the same, and the hydraulic balance is realized. When the brake pressure is released, the wheel brake fluid returns to the front electric cylinder chamber 5211 through the first and second hydraulic balance valves 61 and 62 and the bidirectional build-up electromagnetic valve 524 to release the wheel brake fluid pressure, and the brake fluid in the rear electric cylinder chamber 5212 returns to the front electric cylinder chamber 5211 to return the electric cylinder 521.
When the system fails, as shown in fig. 1, the brake master cylinder 41 builds pressure, wherein the brake pressure of the first chamber 411 enters the first brake circuit 2 through the first master cylinder isolation solenoid valve 46, wherein the brake pressure of the second chamber 412 enters the second brake circuit 3 through the second master cylinder isolation solenoid valve 47, the brake fluid of the first brake circuit 2 cannot return to the oil can 1 through the bidirectional booster unit due to the isolation of the second hydraulic balance valve 61, so the first brake circuit 2 can build pressure independently, and the brake fluid of the second brake circuit 3 cannot return to the oil can 1 through the bidirectional booster unit due to the isolation of the second hydraulic balance valve 62, so the second brake circuit 3 can build pressure independently. In this four-wheel mechanical backup braking process, the braking force of the driver acts on the first brake circuit 2 and the second brake circuit 3, respectively, and the brake hydraulic pressures of the two brake circuits are independent of each other.
When the two-wheel mechanical backup braking is caused by the failure of the first brake circuit 2, as shown in fig. 1-2, a driver steps on the brake pedal 7, the brake master cylinder 41 builds pressure, the brake pressure of the second cavity 412 enters the second brake circuit 3 through the second master cylinder isolation electromagnetic valve 47, and since the first hydraulic balance valve 61 and the second hydraulic balance valve 62 are in a closed state during the mechanical backup braking, the brake fluid of the second brake circuit 3 cannot enter the first brake circuit 2, and meanwhile, since the brake fluid of the second brake circuit 3 cannot return to the oil can 1 through the bidirectional booster unit due to the second hydraulic balance valve 62, the second brake circuit 3 can independently build pressure. During such two-wheel mechanical backup braking, the first hydraulic balance valve 61 and the second hydraulic balance valve 62 completely isolate the first brake circuit 2 from the second brake circuit 3, so that the loss of braking force of four wheels due to the failure of the first brake circuit 2 affecting the second brake circuit 3 is avoided, the second hydraulic balance valve 62 completely isolates the second brake circuit 3 from the bidirectional booster unit, and the brake fluid is not returned to the oil can 1. At this two-wheel mechanical backup braking, the braking force of the driver acts on the second brake circuit 3 so that the vehicle generates deceleration.
When the two-wheel mechanical backup braking is caused by the failure of the second brake circuit 3, as shown in fig. 1-2, a driver steps on the brake pedal 7, the brake master cylinder 41 builds pressure, the brake pressure of the first cavity 411 enters the first brake circuit 2 through the first master cylinder isolation electromagnetic valve 46, and since the first hydraulic balance valve 61 and the second hydraulic balance valve 62 are in a closed state during the mechanical backup braking, the brake fluid of the first brake circuit 2 cannot enter the second brake circuit 3, and meanwhile, since the first hydraulic balance valve 61 makes the brake fluid of the first brake circuit 2 not return to the oil can 1 through the bidirectional booster unit, the first brake circuit 2 can independently build pressure. During the two-wheel mechanical backup braking, the first hydraulic balance valve 61 and the second hydraulic balance valve 62 enable the first brake circuit 2 and the second brake circuit 3 to be completely isolated, the four wheels cannot lose braking force due to the fact that the first brake circuit 2 is affected by failure of the second brake circuit 3, the first hydraulic balance valve 61 enables the first brake circuit 2 and the bidirectional booster unit to be completely isolated, and brake fluid cannot return to the oil can 1. At this two-wheel mechanical backup braking, the braking force of the driver acts on the first brake circuit 2 so that the vehicle generates deceleration.
The hydraulic balanced type brake system for the vehicle according to the embodiment of the invention is described above with reference to fig. 1 to 6, which can ensure that the hydraulic pressure for braking four wheels is the same, so that the brake control precision and the control effect of the vehicle are better; and under the condition that the system fails, hydraulic pressure can be guaranteed to be generated in braking of at least two wheels, and braking safety is greatly improved.
It should be noted that, in the present specification, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
While the present invention has been described in detail with reference to the preferred embodiments, it should be understood that the above description should not be taken as limiting the invention. Various modifications and alterations to this invention will become apparent to those skilled in the art upon reading the foregoing description. Accordingly, the scope of the invention should be determined from the following claims.
Claims (5)
1. A hydraulic balanced brake system for a vehicle comprising an oil can for providing brake fluid, the hydraulic balanced brake system further comprising:
a first brake circuit for braking two wheels;
a second brake circuit for braking the remaining two wheels;
the brake module is respectively connected with a brake pedal, a brake control system, an oil can and the first brake circuit and the second brake circuit of a vehicle and is used for providing braking force for the first brake circuit and the second brake circuit;
the electric power-assisted module is respectively connected with the oil can and the brake control system and is used for establishing and outputting hydraulic braking force required by the brake control system;
the hydraulic balancing module is connected between the electric power-assisted module and the first brake circuit, and between the electric power-assisted module and the second brake circuit, and is used for balancing and inputting the hydraulic braking force output by the electric power-assisted module into the first brake circuit and the second brake circuit.
2. The hydraulic balanced brake system for a vehicle according to claim 1, wherein the electric booster module comprises an electric motor, a bidirectional booster unit, a motor position sensor, an electric cylinder, a piston, a transmission mechanism, and a bidirectional pressure-building solenoid valve, the piston divides the electric cylinder into an electric cylinder front chamber and an electric cylinder rear chamber, one end of the bidirectional pressure-building solenoid valve is connected to the electric cylinder front chamber, and the other end thereof is respectively connected to the electric cylinder rear chamber and the hydraulic balance module, the bidirectional pressure-building solenoid valve is opened when the electric cylinder front chamber is compressed and built up, closed when the electric cylinder rear chamber is compressed and built up, and opened when the electric cylinder rear chamber is compressed and decompressed; and the electric cylinder rear cavity is connected with the hydraulic balance module.
3. The hydraulically balanced brake system for a vehicle of claim 2, wherein said bi-directional booster unit further comprises: the electric cylinder liquid outlet one-way valve is connected with the bidirectional piezoelectric solenoid valve in parallel, and the brake fluid of the electric cylinder liquid outlet one-way valve flows out in one direction of the electric cylinder front cavity.
4. The hydraulically balanced brake system for a vehicle as claimed in claim 1, wherein the hydraulic balancing module comprises a first hydraulic balancing valve and a second hydraulic balancing valve connected in series, one end of the first hydraulic balancing valve and the second hydraulic balancing valve is connected to the two-way build solenoid valve and the rear chamber of the cylinder, the other end of the first hydraulic balancing valve is connected to the first brake circuit, and the other end of the second hydraulic balancing valve is connected to the second brake circuit.
5. The hydraulically balanced brake system for a vehicle of claim 4, wherein the first and second hydraulic balancing valves are pressure balancing valves.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010941772.0A CN111891102A (en) | 2020-09-09 | 2020-09-09 | Hydraulic balanced brake system for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010941772.0A CN111891102A (en) | 2020-09-09 | 2020-09-09 | Hydraulic balanced brake system for vehicle |
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| Publication Number | Publication Date |
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| CN111891102A true CN111891102A (en) | 2020-11-06 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010941772.0A Pending CN111891102A (en) | 2020-09-09 | 2020-09-09 | Hydraulic balanced brake system for vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114228685A (en) * | 2021-12-27 | 2022-03-25 | 广东技术师范大学 | Electronic hydraulic line control brake system and hydraulic closed-loop control strategy |
| CN115027436A (en) * | 2022-04-21 | 2022-09-09 | 湘潭大学 | Automobile brake-by-wire system and braking method thereof |
-
2020
- 2020-09-09 CN CN202010941772.0A patent/CN111891102A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114228685A (en) * | 2021-12-27 | 2022-03-25 | 广东技术师范大学 | Electronic hydraulic line control brake system and hydraulic closed-loop control strategy |
| CN115027436A (en) * | 2022-04-21 | 2022-09-09 | 湘潭大学 | Automobile brake-by-wire system and braking method thereof |
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